final safe routes to transit plan · final. safe routes to transit plan. ... (916) 773-1900....

Solano Transportation Authority

Final

SAFE ROUTES TO TRANSIT PLAN

Prepared for:

2990 Lava Ridge Court, Suite 200

Roseville, CA 95661(916) 773-1900

Submitted by:

December 2011

CVRB Safe Routes to Transit

Acknowledgements

STA BoardHarry Price, Chair; Mayor, City of Fairfield

Jack Batchelor, Jr., Vice Chair; Major, City of Dixon

Elizabeth Patterson; Major, City of Benicia

Jan Vick; Mayor, City of Rio Vista

Pete Sanchez; Major, City of Suisun City

Steve Hardy; Major, City of Vacaville

Osby Davis; Major, City of Vallejo

Jim Spering; Supervisor, District 3 Solano County

STA Staff:Daryl K. Halls, Executive Director

Janet Adams, Deputy Executive Director/ Director of Projects

Robert Macaulay, Director of Planning

Robert Guerrero, Senior Planner

Sara Woo, Associate Planner

SR2T Steering CommitteePhilip Kamhi, Fairfield and Suisun Transit

Alicia Roundtree, Independent Living

Allan Deal, Pedestrian Advisory Committee

Nancy Lund, Bicycle Advisory Committee

Shannon Nelson, City of Vacaville ADA Coordinator

Lindsey Sanford, Suisun City Police

Dan Kasperson, City of Suisun City Public Works

Brian Miller, City of Fairfield Planning

SR2T Task Force members:Fairfield Transportation CenterPhilip Kamhi, Fairfield and Suisun Transit

Wayne Lewis, Fairfield Public Works

Betty Livingston, STA Pedestrian Advisory Committee


Jim Burnett, Independent Living

Kyrre Helmerse, Independent Living

Lindsey Sanford, Suisun City Police Department

Suisun City Capitol Corridor Train StationPhilip Kamhi, Fairfield and Suisun Transit

Dan Kasperson, Suisun City Public Works


Lindsey Sanford, Suisun City Police Department

Mike Hudson, Suisun City City Council

Vacaville Transportation CenterBrian Mclean, Vacaville City Coach

Shannon Nelson, Vacaville ADA Coordinator

Rod Neal, Vacaville Police Department

Ray Posey, STA Bicycle Advisory Committee


Kyrre Helmerse, Independent Living

Vallejo Transportation Center at Curtola and Lemon Street and Vallejo Transit Center / Downtown Parking StructureEd Alberto, Vallejo Public Works

Mick Weninger, STA Bicycle Advisory Committee

Allan Deal, STA Pedestrian Advisory Committee

Executive Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II

1 . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

2 . Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

3 . Study Locations Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

4 . Community Participation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

5 . Data Collection and Methodologies Overview . . . . . . . . . . . . . . . . . . . . . 14

6 . Fairfield Transportation Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17

7 . Suisun City Capitol Corridor Train Station . . . . . . . . . . . . . . . . . . . . . . . . . 28

8 . Vacaville Transportation Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

9 . Vallejo Transit Center / Downtown Parking Structure . . . . . . . . . . . . . . . 52

10 . Vallejo Transportation Center at Curtola and Lemon Street . . . . . . . . 65

11 . General Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76

12 . Next Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78

Table Of Contents

I Safe Routes to Transit

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Safe Routes to Transit II Safe Routes to Transit II

Five study areas around existing Transit Facilities of Regional Significance (TFORS) are addressed in this plan:

• Fairfield Transportation Center

• Suisun City Capitol Corridor Train Station

• Vacaville Transportation Center

• Vallejo Transit Center / Downtown Parking Structure

• Vallejo Transportation Center at Curtola and Lemon Street

Recommendations Are Consistent with Local ValuesThe SR2S Plan reflects strategic collaboration with key stakeholders. The SR2T Steering Committee was estab-lished to provide guidance for the SR2T Plan develop-ment. Three committee meetings were held between August and December 2011. The committee was responsible for reviewing the walking audit form and routes, suggesting members for each TFORS Task Force, and reviewing recommendations and the draft report.

For each study location, a Task Force was developed to participate in SR2T Plan development. The primary pur-pose of each Task Force was to participate in a walking audit of the TFORS site and surrounding transportation facilities. The walking audits were held during September and October 2011.

Planning Informed By Extensive Data CollectionIn addition to the walking audits described above, an extensive data collection and analysis effort was com-pleted for each study area. Data collection and analysis included existing and planned transit service, pedestrian and bicycle collisions, crime analysis and field observa-tions of issues and opportunities.

Prioritized Projects for ImplementationEach of the TFORS locations is unique and has a cus-tomized set of strategies that respond to the individual station features, transit service profile, existing and po-tential transit markets, and the surrounding transporta-tion network and land use characteristics. The SR2T Plan used the following prioritization criteria to rank recom-mended strategies:

• Gap closure

• Improves access for pedestrians, bicyclists, or people with disabilities

• Improves safety

• Improves convenience

Chapters 6 through 10 present detailed information regarding each of the study areas, including a list of prioritized strategies to improve pedestrian and bicycle access to transit. Strategies for improving conditions at the transit facility itself are also provided.

Executive SummaryTransit Ridership Will Increase with Improved Access

The purpose of the Solano County Safe Routes to Transit Plan (SR2T Plan) is to generate increased transit rid-

ership by identifying specific strategies that improve transit center access and pedestrian and bicyclist safety.

The ultimate goal for the SR2T Plan is to provide adequate detail and justification for Solano Transportation

Authority (STA) and its member agencies to pursue funding that can be used to implement projects and

programs.

1 Safe Routes to Transit

1

The Plan accomplishes this objective by establishing a list of transit improvement projects and programs in the following categories:

• Transit facility improvements

• Pedestrian and bicycle access improvements to the transit facilities

Five study areas around existing Transit Facilities of Regional Significance (TFORS) are addressed in this plan. Four study areas are within Priority Development Areas (PDA), which are locally-identified infill development areas near transit and within existing communities. Each of the locations is unique and has a customized set of strategies that respond to the individual station features, transit service profile, existing and potential transit mar-kets, and the surrounding transportation network and land use characteristics. The five study areas are listed below and are summarized in Chapter 3.

• Fairfield Transportation Center

• Suisun City Capitol Corridor Train Station

• Vacaville Transportation Center

• Vallejo Transit Center / Downtown Parking Structure

• Vallejo Transportation Center at Curtola and Lemon Street

VisionThe ultimate goal for the SR2T Plan is to provide adequate detail and justification for Solano Transporta-tion Authority (STA) and its member agencies to pursue funding that can be used to implement projects and programs, which improve transit access and pedestrian and bicyclist safety. New policies at the federal, state, and regional level have resulted in programs that prom-ise to provide increased funding in the coming years for transit enhancement projects.

Report ContentsThe remainder of this report contains the following:

Chapter 2: Background on transit providers, TFORS and related efforts

Chapter 3: Overview of study locations

Chapter 4: Community participation process

Chapter 5: Data collection efforts

Chapters 6 – 10: Study location review and ecommendations (one chapter for each TFORS)

Chapter 11: Additional measures and strategy guide

Introduction

Purpose

The purpose of the Solano County Safe Routes to Transit Plan (SR2T Plan) is to generate increased transit

ridership by identifying specific strategies that improve transit center access and pedestrian and bicyclist

safety. These strategies provide what is often referred to as the “first-mile” (access from home to transit) and

“last-mile” (access from transit to work, school, etc.) solutions.

Safe Routes to Transit 2 Safe Routes to Transit 2

2

Amtrak (Capitol Corridor) operates commuter trains between Auburn and San Jose, with stations in major destinations such as Sacramento, Davis, Richmond (BART connection), San Francisco (via Amtrak bus connection in Emeryville), Oakland, and San Jose. Capitol Corridor operates 32 trains that serve the Suisun City Capitol Corridor Train Station.

Vallejo Baylink Ferry is a public water transportation service provided by the City of Vallejo and operated by the Blue & Gold Fleet, with high-speed ferries. The transition of Baylink to the Water Emergency Transporta-tion Authority (WETA) is currently in motion and is ex-pected to be complete in early 2012. WETA is a regional agency authorized by the State of California to operate a comprehensive San Francisco Bay Area public water transit system.

Dixon Readi-Ride is a public dial-a-ride transit system, which provides curb-to curb transit service within Dixon city limits. All requests are honored on a space-available basis.

Fairfield and Suisun Transit (FAST) provides local fixed-route bus service, SolanoExpress regional fixed-routes 20, 30, 40 and 90, DART paratransit service and various other senior transportation services for the communities of Fairfield and Suisun City.

Greyhound operates long-distance bus travel with numerous stops in Solano County including the Vallejo Transportation Center at Curtola and Lemon Street and Suisun City Capitol Corridor Train Station.

SolanoExpress is a coalition of transit operators in greater Solano County, working together to provide intercity transit bus service with connections to the Bay Area and Sacramento. SolanoExpress coordinates the region’s public transportation options and provides commuters and other riders with the most efficient, personalized intercity transit itinerary.

Solano County Transit (SolTrans) is the result of a recent (July 2011) consolidation of former Vallejo Transit, Vallejo Runabout and Benicia Breeze transit systems. SolTrans was formed in November 2010 to build a unified public transit system in southern Solano County. Vallejo Transit had seven routes in Vallejo and four intercity routes to BART and several Solano County cities. Runabout operated ADA paratransit for persons with disabilities who are unable to use fixed route ser-vice. The Benicia Breeze operated fixed route dial-a-ride and flex route services. The riding public will not see any service changes in this initial consolidation until a system-wide Short Range Transit Plan is completed.

Background

Transit Providers

Collectively, existing transit services within Solano County provide direct links to Bay Area Rapid Transit

(BART) stations and the San Francisco Ferry Building, to the transit connection hub at the State Capitol

in Sacramento, and to University of California, Davis. In addition, local transit services provide connections

to the regional system, and to local activity centers such as Solano College, the Westfield Mall and

employment centers. Each system is described briefly below.


Rio Vista Delta Breeze offers deviated fixed route bus service within the City of Rio Vista and between Isleton, Rio Vista, Fairfield, Suisun City, Pittsburg/Bay Point BART Station and Antioch with connections to Lodi.

Vacaville City Coach provides local fixed-route bus service. The current system operates six fixed routes with access to regional connections via new the Vacaville Transportation Center.

Transit Facilities Of Regional SignificanceSTA has identified 31 Transit Facilities of Regional Significance (TFORS), which are defined according to the following criteria adopted by the STA Board on December 10, 2008.

“Transit Facilities” are permanent, fixed infrastructure such as bus, ferry and train stations, maintenance yards and the roadways used by transit vehicles.

“Regional Significance” means connecting Solano County and its communities with the greater northern California region, or connecting communities within Solano County.

Transit Facilities of Regional Significance are:

1. All passenger rail lines, and all passenger train stations, current or planned, identified in an adopted STA Plan.

2. All ferry facilities, including terminals, maintenance docks and fueling stations, current or planned, identified in an adopted STA Plan.

3. Bus stations providing all of the following services:

a. Routes to destinations outside Solano County or between two or more cities in Solano County

b. Peak hour headways of 1 hour or less

4. Maintenance and parking facilities for buses providing services identified in 1, 2 or 3 above.

5. Interchanges that provide access to and from the highway system for stations identified in 1, 2 or 3 above.

All TFORS are indicated in Figure 1 with emphasis given to the five study locations for the SR2T Plan. Table 1 provides an overview of each TFORS. The five study locations are noted in bold italics.

Safe Routes to Transit 4

T a b l e 1 : Transit Facilities Of Regional Significance

Facility Location DescriptionPassenger Stations (rail, ferry, bus)

Suisun City Capitol Corridor Train Station Main Street – Suisun City

Existing train station and platform for Capitol Corridor; short-term auto parking; bus load-ing and unloading spaces; 250+ park-and-ride across Main Street.

Vallejo Intermodal Station (includes Vallejo Transit Center / Downtown Parking Structure)

Mare Island Way/ Georgia Street – Vallejo

Existing Ferry terminal: ticket station, waiting area, dock. 900-space parking lot; bus stops; new bus transfer facility; parking structure under construction.

Fairfield Transportation Center Cadenasso Drive – Fairfield

Existing Multimodal transit center: 640 surface and structure parking spaces; covered bus bays.

Vacaville Transportation Center

Allison and Ulatis Drives – Vacaville

Bus station with covered bays, 200-space surface lot (Phase I). Phase II 400-space parking structure; not yet funded.

Fairfield/Vacaville Intermodal Station

Peabody and Vanden Roads – Fairfield

Future train station and platform for Capitol Corridor; 200 space surface parking in Phase I with 400 space structure in Phase II. Not fully funded; existing passenger train service commitment.

Dixon Train Depot A St and SR 113 – Dixon

Existing train depot for Capitol Corridor; 114 space parking lot; future passenger platform. Not fully funded; no passenger train service commitment.

Passenger Transfer Sites

Vallejo Transportation Center at Curtola and Lemon Street

Curtola Parkway – Vallejo

Existing intercity bus transfer site and 419-space park and ride lot. Future park and ride parking structure and intercity bus station; Phase I fully funded.

Davis Street Park and Ride Davis Street – Vacaville Intercity bus transfer site and 250-space Park and Ride lot.

Dixon Park and Ride Lot Market Lane and Pitt School Road – Dixon

89 space Park and Ride lot; stop for Route 30.

York/Marin Transfer Station York and Marin Streets – VallejoBus transfer station serving Routes 80 and 85

Sereno Transfer Station Sereno St between Sonoma Boulevard and Broadway Street – Vallejo

Bus transfer station serving Route 85


T a b l e 1 C o n t i n u e d : Transit Facilities Of Regional Significance

Park and Ride Lots

Existing Park and Ride Lots Existing Park and Ride Lots not co-located with other facilities

Vacaville Leisure Town – 45 spaces Vacaville Cliffside – 125 Vacaville Bella Vista – 200 spaces Fairfield Green Valley – 59 spaces Vallejo American Canyon Road1 – 22 spaces Benicia Lake Herman Road1 – 48 spaces Benicia E Street – 15 spaces Vallejo Benicia Road – 13 spaces Vallejo Magazine Street – 19 spaces Vallejo Lemon Street – 64 spaces Red Top Road - 214 spaces Rio Vista Front and Main – 20 spaces

Proposed Park and Ride Lots Approved and/or partly or fully funded Park and Ride Lots

Benicia – Southampton Road Benicia – Downtown Park Benicia – Industrial Way

Support Facilities (ferry, bus, rail) Vallejo Ferry Maintenance and Fueling Station

Nimitz Avenue, Mare Island – Vallejo

Ferry maintenance facility and fuel station

Vallejo Transit Bus Maintenance Yard

1850 Broadway – Vallejo Maintenance and storage yard for Vallejo Transit intercity buses

Fairfield and Suisun Transit Bus Maintenance yard

420 Gregory Street – Fairfield Maintenance and storage yard for FAST intercity buses

Union Pacific Railroad Tracks Solano County; Dixon, Fairfield, Suisun City, Benicia

Railroad tracks, switches, right-of-way used for passenger train service, from Yolo County border to Carquinez Strait.

Notes: 1. Not officially designated by Caltrans or a City as a Park and Ride lot, but continuously functions as such.Bold italics facilities are the five study locations.Source: STA, 2011

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Vallejo

Fairfield

Benicia

Dixon

Rio Vista

Suisun City

Vacaville

Cordelia

Vallejo Transportation Centerat Curtola and Lemon StreetVallejo Transportation Centerat Curtola and Lemon Street

Fairfield Transportation CenterFairfield Transportation Center

Suisun City Capitol Corridor Train StationSuisun City Capitol Corridor Train Station

Vallejo Transit Center/Downtown Parking Structure


Vacaville Transportation CenterVacaville Transportation Center

TRANSIT FACILITIES OF REGIONAL SIGNIFICANCE

FIGURE 1

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k Study Transit Facility of Regional Significance

!( Transit Facility of Regional Significance

Railroad

City Boundary

Solano County

Yolo County

Napa County

SonomaCounty

Contra Costa County

SacramentoCounty

MarinCounty

Solano County

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Mode SplitTable 2 provides mode split percentages for the four jurisdictions representing the study location TFORS. The table is based on 2000 US Census Journey to Work Data for Solano County. A similar data set is not available from the 2010 Census. The following trends are evident:

The greatest proportion of rail use, 3.4-percent, occurs for work trips between Suisun City and Sacramento.

Of the four jurisdictions, Vallejo generates the greatest proportion of bus use for work commute trips.

Suisun City has the highest proportion of commuters that walk, 8.6-percent, to work destinations within their own city.

Vacaville has the highest proportion of commuters that bike, 1.3-percent, to work destinations within their own city.

T a b l e 2 : Local, Countywide, and Regional Mode Share (Commute Trips)

From/To Bus Subway Railroad Ferryboat Bicycle Walked Drive / Carpool Other4

From Fairfieldto Fairfield 1.4% 0% 0% 0% 1.0% 3.0% 87.0% 7.6%to Solano County1 0.9% 0% 0% 0% 0.1% 1.1% 96.9% 1.0%to Sacramento Area2 2.1% 0% 0.4% 0% 0% 0% 96.2% 1.3%to Bay Area3 1.5% 1.4% 0.2% 0.6% 0% 0% 95.4% 0.9%From Suisun Cityto Suisun City 0.0% 0% 0% 0% 0% 8.6% 59.9% 31.5%to Solano County1 1.3% 0% 0% 0.2% 0.4% 0.4% 97.1% 0.6%to Sacramento Area2 0% 0% 3.4% 0.0% 0.0% 0.0% 93.9% 2.7%to Bay Area3 3.7% 1.4% 1.0% 0.5% 0.0% 0.3% 91.8% 1.3%From Vacavilleto Vacaville 0.3% 0% 0% 0.1% 1.3% 5.0% 84.3% 9.0%to Solano County1 0.2% 0% 0% 0% 0% 0.1% 98.9% 0.8%to Sacramento Area2 0% 0% 0% 0% 0% 0% 99.5% 0.5%to Bay Area3 0.6% 0.8% 0% 0.7% 0% 0% 97.0% 0.9%From Vallejoto Vallejo 4.1% 0% 0% 0% 0.9% 3.7% 79.9% 11.4%to Solano County1 1.8% 0% 0% 0.2% 0% 0.4% 96.5% 1.1%to Sacramento Area2 1.4% 0% 0% 0% 0% 1.4% 91.5% 5.7%to Bay Area3 2.6% 1.9% 0.2% 2.9% 0.1% 0.1% 91.0% 1.2%Source: 2000 Census Journey to WorkNotes:1 Other cities in Solano County2 Sacramento includes: Yolo, Sacramento, and Placer counties3 Bay Area includes: San Francisco, San Mateo, Santa Clara, Alameda, and Contra Costa counties4 Other includes: taxi, motorcycle, other means, and working from home


Related EffortsMany transit studies and related efforts have been com-pleted or are underway. The following section highlights a few of the most relevant ones and lists others.

Comprehensive Transportation Plan – Transit ElementThe STA adopted the 2030 Solano Comprehensive Transportation Plan (CTP) in 2005, providing a trans-portation vision and prioritizing funding to meet the mobility needs of Solano County. The CTP, including the Transit Element, is currently being updated.

FOCUS ProgramThe Association of Bay Area Governments (ABAG) and the Metropolitan Transportation Commission (MTC) co-lead this program. This land use collaborative is a voluntary, incentive-based program that encourages the development of “complete communities”—neighbor-hoods with housing, jobs, shopping, parks, schools, and other services near transit services—as a way to increase the range of housing and transportation choices in the region. The STA and member agencies support the region’s FOCUS Program by investing in Priority Devel-opment Areas (PDAs). Solano County currently has nine PDAs. Typically, PDAs contain a TFORS.

Public Private Partnership (P3) Feasibility StudyThe STA will be conducting this study to evaluate strategies for private investment to assist in completing and maintaining transit facilities as traditional funding sources are limited. Study locations include TFORS’.

Transit Consolidation StudyTransit service for Solano County’s seven cities and the County of Solano was historically provided by six separate transit operators. This study examined options to improve the delivery and accountability of providing transit service throughout Solano County. The STA Board adopted the study recommendations in 2009. The con-solidation of former Vallejo Transit, Vallejo Runabout and Benicia Breeze transit systems into SolTrans is a direct result of this effort.

Transit Ridership StudiesThe STA has conducted several Transit Ridership Studies. The Fall 2009 study was a joint effort with the two inter-city transit operators, Fairfield and Suisun Transit (FAST) and Vallejo Transit. The April 2010 study consisted of two reports, one for each intercity transit operator. A more comprehensive ridership study of all fixed-route, intercity and local routes was completed in March 2007.

Other Related EffortsThe following are other related studies or efforts:

• 511 Program (Metropolitan Transportation Commission)

• Community-Based Transportation Plan for Cordelia/Fairfield/Suisun Project Area

• Interstate 80 / Interstate 680 / Interstate 780 Transit Corridor Study

• Solano Senior and People with Disabilities Transit Study

• State Route 12 Transit Corridor Study


3Selected Study LocationsThis plan identifies transit enhancement strategies for five priority TFORS’. These study locations were selected as the “first five” to evaluate based primarily on existing transit demand, current or proposed transit-supportive land use, and their perceived potential to benefit from localized bicycle and pedestrian improvement projects. Figure 2 provides a brief summary of each study loca-tion’s opportunities and challenges. Refer to Chapters 6-10 for more detailed information regarding each of the study areas.

Fairfield Transportation CenterThe Fairfield Transportation Center is managed by the City of Fairfield and includes a 10-bay bus shelter, public parking, and administrative buildings for Fairfield and Suisun Transit (FAST). It is

located in southwest Fairfield and is generally bounded by West Texas Street, Beck Avenue, Cadenasso Drive, and I-80. The Fairfield Transportation Center primarily serves FAST buses although other transit providers do stop at the facility. The Fairfield Transportation Center serves SolanoExpress routes 20, 30, 40 and 90.

Suisun City Capitol Corridor Train StationThe Suisun City Capitol Corridor Train Station is managed by the City of Suisun City, which includes a train station, parking facility, and bus facility. The Suisun City Capitol Corridor Train

Station is located in western Suisun City on Main Street at Lotz Way, underneath the State Route 12 overpass; downtown Fairfield is located across the railroad tracks from the Suisun Amtrak. The facility serves Capitol Corridor trains, local bus service to Fairfield, Suisun City and Rio Vista, and SolanoExpress route 90.

Vacaville Transportation CenterThe Vacaville Transpor-tation Center opened on March 1, 2011 and is operated by the City of Vacaville and includes a 10-bay bus shelter and public parking. It is centrally

located in Vacaville on Allison Drive north of Ulatis Drive. The facility primarily serves Vacaville City Coach although other transit providers do stop at the facility, including SolanoExpress routes 20, 30 and 40.

Vallejo Transit Center / Downtown Parking Structure

The Vallejo Transit Center is a bus transfer station managed by the City of Vallejo which includes a 12-bay bus shelter, public parking, and administrative buildings for Solano County Transit (SolTrans). The nearby Vallejo Ferry Terminal serves ferry services operated by Baylink.

Study Locations Overview


The Vallejo Transit Center is the first phase of the Vallejo Station Intermodal Facility and is located in downtown Vallejo on the block bounded by Georgia Street, Sac-ramento Street, Maine Street and Santa Clara Street. Across Santa Clara Street from the Vallejo Transit Center, the City is currently building the Downtown Parking Structure that includes several improvements on Mare Island Way.


The Vallejo Transportation Center at Curtola and Lemon Street lot is managed by the City of Vallejo. It includes a bus station, public

parking, and a Greyhound bus station. It is located at the southwest corner of the Curtola Parkway / Lemon Street intersection. The facility primarily serves SolTrans and SolanoExpress routes 70 and 80.

Priority Development AreasFour of the five study areas are within established Priority Development Areas (PDAs), which are locally-identified infill development areas near transit and within existing communities. They are generally areas of at least 100 acres where there is local commitment to develop-ing more housing along with amenities and services to meet the needs of residents in a pedestrian-friendly environment served by transit. The following nine areas within Solano County are designated as PDAs.

• Benicia – Downtown

• Fairfield – Downtown South

• Fairfield – Fairfield/Vacaville Train Station

• Fairfield – North Texas Street Core

• Fairfield – West Texas Street Gateway

• Suisun City – Downtown and Waterfront District

• Vacaville – Downtown

• Vacaville – Allison/Ulatis Area

• Vallejo – Waterfront and Downtown

All Solano County PDAs are served by Transit Facilities of Regional Significance (TFORS). The Fairfield Down-town South and Suisun City Downtown and Waterfront District PDAs are immediately adjacent to the Suisun City Capitol Corridor Train Station. The Fairfield West Texas Street Gateway PDA includes the Fairfield Transportation Center. The Downtown Vacaville PDA is a quarter-mile from the Davis Street park-and-ride lot, while the Vacav-ille Allison/Ulatis Area PDA includes the Vacaville Trans-portation Center. The Vallejo Downtown and Waterfront PDA includes the Vallejo Intermodal Station. Finally, the Fairfield-Vacaville Train Station PDA is centered around a planned transit center that includes a Capitol Corridor train stop, bus connections and a park-and-ride lot.

Based on projections prepared by the Association of Bay Area Governments (ABAG), the nine Solano PDAs have the potential to account for almost 35-percent of the projected 25-year growth in Solano County and the seven incorporated cities. Specifically, about one-third of the projected residential growth can be accommodated in areas that provide immediate access to transit. Figure 3 provides an overview of the four PDAs relevant to the five study locations.

Vallejo

Fairfield

Benicia

Dixon

Rio Vista

Suisun City

Vacaville

Cordelia

TRANSIT STUDY LOCATIONSFIGURE 2

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Study Transit Facility of Regional Significance

Railroad

City Boundary

Solano County

Yolo County

Napa County

SonomaCounty

Contra Costa County

SacramentoCounty

MarinCounty

Solano County

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VACAVILLE TRANSPORTATION CENTEROpportunities • Neighboring parcels are vacant and can be built to accommodate connections to the Transportation Center • High-quality Class I bike path along nearby creek

Challenges • High traffic volumes and speeds on nearby roadways • Can be difficult to cross the street at some intersections • Commuter express bus service not advertised at the Transportation Center

FAIRFIELD TRANSPORTATION CENTEROpportunities • High-quality commuter express buses • Less than ¼ mile from Fairfield Linear Parkway

Challenges • Several barriers to walking and bicycling surround the Transportation Center • Transportation Center can only be accessed from the south and east

SUISUN CITY CAPITOL CORRIDOR TRAIN STATIONOpportunities • Capitol Corridor trains connect to San Francisco and Sacramento • Class I bike path connects neighborhoods north of SR-12 • Most homes easily within walking distance

Challenges • Personal safety concerns on bicycle and pedestrian bridge over railroad tracks • SR-12 on- and off-ramps allow high-speed vehicle movementsVALLEJO TRANSPORTATION CENTER AT

CURTOLA AND LEMON STREETOpportunities • High local and regional transit ridership • Bicyclist and pedestrian improvements can be coordinated with future Vallejo Transportation Center at Curtola and Lemon Street project

Challenges • Nearby barriers cause pedestrians to incur significant out-of-direction travel • Very few benches and bus shelters • Personal safety concerns

VALLEJO TRANSIT CENTER / DOWNTOWN PARKING STRUCTUREOpportunities • High local and regional transit ridership • Grid street network has high pedestrian accessibility • Urban density makes walking and bicycling convenient

Challenges • Many sidewalk segments in need of maintenance• Some busy roadways, including Sonoma Boulevard / SR-29 and Curtola Parkway

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PRIORITY DEVELOPMENT AREASFIGURE 3

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Study Transit Facility of Regional Significance

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Priority Development Area

City Boundary

Solano County

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SUISUN CITY DOWNTOWN & WATERFRONT DISTRICTAssets • Pedestrian overcrossing to the Solano County Government Center • Central County Bikeway • Suisun City Hall

Vision • Unique waterfront destination • Improved pedestrian and bicycle connections • Major in-fill redevelopment • Revitalized downtown • Open space preservation

VACAVILLE ALLISON AREAAssets • I-80/Allison Drive interchange • Ulatis Cultural Center and County Library • Ulatis Creek multi-use trail • Utility infrastructure in place

Vision • Smart growth development anchored by a regional transit hub • Medium to high density housing • Expand Ulatis Creek Trail system

FAIRFIELD DOWNTOWN SOUTHAssets • Pedestrian overcrossing to Suisun City Capitol Corridor Train Station and downtown Suisun City • Solano County Government Center • Union Avenue commercial corridor

Vision • Mixed use urban center • Enhanced streetscapes • Redevelopment of existing vacant and underutilized properties

VALLEJO DOWNTOWN & WATERFRONTAssets • Two Transit Facilities of Regional Significance • Historic downtown

Vision • Consolidate surface parking • High-density, mixed-use redevelopment • Preserve historic architectural character

FAIRFIELD WEST TEXAS ST. GATEWAYAssets • Commercial business corridor • I-80 access • Allen Witt Community Park

Vision • Mixed use commercial corridor - new residential and commercial infill development • Gateway treatments • Improved pedestrian connections for Allen Witt Community Park

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4SR2T Steering CommitteeThe SR2T Steering Committee was established to pro-vide guidance for the SR2T Plan development. Three committee meetings were held between August and December 2011. The committee was responsible for reviewing the walking audit form and routes, suggest-ing members for each TFORS Task Force, and review-ing recommendations and the draft report. Committee members were encouraged to attend the walking audits described below. SR2T Committee members are listed on the acknowledgements page.

SR2T Task Forces and Walking AuditsFor each study location, a Task Force was developed to participate in SR2T Plan development. The primary pur-pose of each Task Force was to participate in a walking audit of the TFORS site and surrounding transportation facilities. The walking audits were held during September and October 2011.

Each audit followed this general approach:

• On-site brief presentation on the audit process and expectations

• Formal walking route map

• Aerials and exhibits to inform participants on transportation-specific vocabulary, the TFORS site and surrounding transportation facilities

• Walking audit form to prompt issues identification

• On-site audit summary meeting where issues and opportunities were discussed

Appendix A includes example audit materials. SR2T Task Force members are listed on the acknowledge-ments page.

Community Participation


Walk Shed AnalysisTo identify the most promising strategies for increas-ing transit ridership at each study location, a detailed review of the transit facility itself as well as pedestrian and bicycle routes within ½ and one mile “walk shed” areas were reviewed. By focusing site reviews to these areas, recommendations are tailored to improve upon conditions associated with “first-mile” (access from home to transit) and “last-mile” (access from transit to work, school, etc.) travel.

The project analysis area was defined by reviewing both the ½ and one mile walk sheds based primarily on street centerline distance instead of a radial distance (i.e., “as the crow flies”). Radial measurements typically do not adequately account for transportation barriers and tend to overstate accessibility; therefore, street centerline is a better indication of network connectivity. Walk shed maps were reviewed and augmented to include exist-ing multimodal features (e.g., pedestrian overcrossing north of the Suisun City Capitol Corridor Train Station) that would not be captured with the street centerline method. The final project analysis areas are indicated on study location figures in Chapters 6 – 10.

Pedestrian and Bicycle CollisionsCollision data was accessed from the California High-way Patrol Statewide Integrated Traffic Records System (SWITRS). This data represents all report bicyclist-vehicle and pedestrian-vehicle collisions occurring within one mile of each TFORS during the following periods:

• Fairfield: June 2006 – February 2010

• Suisun City: June 2006 – June 2010

• Vacaville: June 2006 – June 2010

• Vallejo: June 2006 – September 2010

For each TFORS, the collision data is summarized by year, collision severity, Primary Collision Factors (PCFs), and Pedestrian Action (which describes what the pedestrian was doing immediately before the collision occurred). Minor bicyclist-vehicle and pedestrian-vehicle collisions are generally underreported. Additionally, collisions that occur on off-street paths and trails are not included in the SWITRS data. The data represents all collisions that occurred within one mile of each TFORS; however, not all collisions involved bicyclists or pedestri-ans traveling to/from one of the TFORS’. Therefore, this Plan focuses recommendations on locations that most directly serve a TFORS.

5 Data Collection and Methodologies OverviewEach TFORS was reviewed in detail to accurately capture historical trends and existing conditions. This section

provides an overview of the data collection process and analysis methodologies. Chapters 6 – 10 summarize

pertinent information for each individual TFORS.


SWITRS data provides the Primary Collision Factors (PCFs) for each incident. Common PCFs for bicyclist-vehicle and pedestrian-vehicle collisions include:

• Pedestrian Right of Way (driver not yielding to pedestrian)

• Pedestrian Violation (pedestrian not yielding to vehicle or crossing illegally)

• Traffic Signals and Signs (one or more parties not obeying traffic control devices)

• Wrong Side of Road (one or more parties driving, bicycling, or walking on the wrong side of the road)

• Improper Turning

Collisions are summarizes in a figure with corresponding tables in Chapters 6 – 10.

Crimes Against PersonsFor most of the study locations, historical crime data is available for public review on third-party Web sites. Table 3 summarizes the availability and source of crime data. Since practices vary among different law enforce-ment agencies, it was not possible to collect a consis-tent data set for comparison between the study loca-tions. Terms of Use parameters of a third party vendor, Crimereports.com, restricts our ability to map individual crimes and present detailed findings. The jurisdictions that use Crimereports.com requested that STA work with vendor to obtain the data.

T a b l e 3 : Crime Data Source and Availability

Jurisdiction Source Timeframe Notes

Fairfield Fairfield Police Department

1 year: June 2010 – May 2011

Data reflects crimes against persons reported in City’s records management system.

Suisun CitySuisun City Police Department; Crimereports.com

6 months: March 6 – September 6, 2011

Data analysis limited by vendor Terms of Use; Crime Against Persons (homicide, robbery, sexual offense assault) were reviewed.

Vacaville Vacaville Police Department

1 year: June 2010 – May 2011

Data reflects “calls for service”, as opposed to actual reported crime data; More than one call for service may be shown for the same incident.

VallejoVallejo Police Department; Crimereports.com

6 months: March 6 – September 6, 2011

Data analysis limited by vendor Terms of Use; Crime Against Persons (homicide, robbery, sexual offense assault) were reviewed.

Source: Fehr & Peers, 2011


Site Reviews and Geo-coded DatabaseAs described in Chapter 4, consultant staff led walk-ing audits with task force members at each of the study TFORS’. In addition to these collaborative events, consul-tant staff conducted additional site reviews and inven-toried physical conditions to establish the best walking routes for the audits, monitor site use, and develop rec-ommendations. Staff inventoried the sidewalk network, traffic controls and key features of each study location. The completion of a geo-coded photo database is the result of this data collection effort. Photo entries are geo-coded within ArcView. The database identifies whether the photo was taken on-site or off-site; additionally, the database identifies key words that can be searched:

• Bathrooms

• Bicyclist

• Bike lane

• Bike parking

• Bike path

• Bridge

• Bus

• Bus loading

• Bus stop

• Casual carpool

• Crosswalk

• Drop off

• Emergency

• Information

• Intersection

• Lane

• Loading area

• Park

• Parking garage

• Roadway

• Sidewalk

• Signage

• Tunnel

• Walkway

Prioritization MethodologyAt the October 19, 2011 Steering Committee meeting, the Committee elected to use the following prioritization criteria to rank recommended strategies:

• Gap closure

• Improves access for pedestrians, bicyclists, or people with disabilities

• Improves safety

• Improves convenience

Appendix B includes the priority scoring matrices for each TFORS. The prioritization criteria used are meant to rank strategies within each respective TFORS. Cross-jurisdictional rankings should account for other factors including transit ridership, and walking or bicycling mode share.

Additional GIS files were developed to record and track collisions, barriers and recommendations.


Priority Development AreaThe Fairfield West Texas Street Gateway PDA incorpo-rates approximately 100 acres bound by West Texas Street on the north, Woolner Avenue on the south, Auto Mall Parkway on the west and Pennsylvania Avenue on the east. The PDA boundary was expanded in 2011. This commercial business corridor has direct access to I-80 and contains Allen Witt Community Park. The following elements describe the long-term vision for the PDA:

• Mixed use commercial corridor – new residential and commercial infill development

• Gateway treatments

• Revitalization of Winery Square Shopping Center

• Improved pedestrian connections for Allen Witt Community Park and the Fairfield Transportation Center

• Redevelopment of existing vacant and underutilized properties

Current and planned projects include:

• West Gateway improvements

• I-80 Undercrossing lighting and public art

• East Gateway improvements

Access ModeMany riders use the center for transfers between buses; however, most users arrive by automobile and park in either the 240-space parking lot, the 400-space parking garage, or are dropped off. The land use pattern and transportation network surrounding the Fairfield Trans-portation Center is suburban. As shown in Figure FAI-1, significant barriers to pedestrian and bicycle travel in the area include I-80, the I-80 / West Texas Street inter-change, West Texas Street, and canals.

6 Fairfield Transportation CenterDescription

The Fairfield Transportation Center, managed by the City of Fairfield, includes a 10-bay bus shelter, public

parking, and administrative buildings for Fairfield and Suisun Transit (FAST). It is located in southwest Fair-

field and is generally bounded by West Texas Street, Beck Avenue, Cadenasso Drive, and I-80. The Fairfield

Transportation Center primarily serves FAST buses although other transit providers stop at the facility. The

Safe Routes to Transit Task Force completed a walking audit at the Fairfield Transportation Center on Monday,

September 12, 2011 between 9:00 AM and 10:30 AM.

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FAIRFIELD TRANSPORTATION CENTERBARRIERS TO PEDESTRIAN AND BICYCLE TRAVELFIGURE FAI-1

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LEGEND Fairfield Transportation Center

Barrier

N:\2011Projects\2906_Solano CTP_Update\Safe Routes to Transit\Graphics\GIS\MXD\FairfieldTranspCenter_Barriers.mxd

§̈¦80No bicycle facilities are provided and heavy traffic (Average Daily Traffic over 22,000) makes it uncomfortable for bicyclists to share the road.

West Texas Street and Beck Avenue

Require significant out-of-direction travel for pedestrians.

Canals

Sidewalks are only provided on the north side of West Texas Street; no bicycle facilities are provided on West Texas Street.

I-80/West Texas Street Interchange

There are sidewalks on the north side of West Texas Street and a tunnel for pedestrians and bicyclist north of West Texas Street; the next closest crossing is over 3,500 feet away.

I-80


T a b l e F A I - 1 : Fairfield Transportation Center Bicyclist/Pedestrian Collision Summary

(June 2006 – February 2010)

Year Total CollisionsInjury Collisions Fatal Collisions

Bicyclist Pedestrian Bicyclist Pedestrian June - Dec. 2006 2 1 1 0 0

2007 8 4 3 0 02008 11 4 6 0 02009 9 1 7 0 0

Jan. – Feb. 2010 1 1 0 0 0Total 31 11 17 0 0

Source: California Highway Patrol

Table FAI-1 shows that most of the collisions (90 percent) resulted in some form of injury; no fatalities were recorded during the four-year period.

Transit ServiceThree transit providers provide service to the Fairfield Transportation Center via the routes described below.

• Fairfield and Suisun Transit (FAST) operates the following fixed bus routes:

• Route 3 – a citywide loop that serves outer Fairfield

• Route 7 – an east-west local circulator route that serves western Fairfield, including Green Valley, Solano Community College, the Fairfield Transpor-tation Center, and the Westfield Mall

• Route 8 – a citywide loop route that serves northern Suisun City and southern Fairfield

• Route 20 – a commuter express route that connects Fairfield and Vacaville

• Route 30 – a commuter express route that connects Fairfield, Vacaville, Dixon, Davis, and Sacramento

• Route 40 – a commuter express route that con-nects Vacaville, Fairfield, and Benicia to the Pleas-ant Hill BART and Walnut Creek BART stations

• Route 90 – a commuter express route that con-nects the El Cerrito Del Norte BART station to the Suisun City Capitol Corridor Train Station and Fairfield Transportation Center

• Rio Vista Delta Breeze operates limited deviated fixed route bus service; Route 50 serves Isleton, Rio Vista, the Suisun City Capitol Corridor Train Station, and Fairfield.

• SolTrans operates Route 85 (Baylink), a commuter ex-press route between downtown Vallejo, Solano Com-munity College, and the Fairfield Transportation Center.

Collision and Crime Analysis

Collision AnalysisExisting SWITRS data for bicyclist-vehicle and pedestri-an-vehicle collisions was reviewed to identify collision locations and trends near the Fairfield Transportation Center. Figure FAI-2 shows the number and severity of collisions within one mile of the Fairfield Transportation Center. Table FAI-1 summarizes the collision data by year and collision severity.

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FAIRFIELD TRANSPORTATION CENTERBICYCLE AND PEDESTRIAN COLLISIONSFIGURE FAI-2N:\2011Projects\2906_Solano CTP_Update\Graphics\GIS\MXD\PDA\F4a_Fairfield_Coll.mxd

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LEGEND k Transit Facility

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The SWITRS data was also analyzed for the Primary Collision Factors (PCFs). Table FAI-2 shows the most common PCFs for bicyclist-vehicle and pedestrian-vehicle collisions within one mile of the Fairfield Transportation Center.

T a b l e F A I - 2 : Fairfield Transportation Center Bicyclist/Pedestrian Collision Summary Primary Collision Factors


Primary Collision FactorNumber of Collisions

Non-Injury Injury Fatality TotalPedestrian Right of Way (Driver not yielding) 0 9 0 9Pedestrian Violation (Pedestrian not yielding or crossing illegally) 0 6 0 6

Wrong Side of Road 1 5 0 6Automobile Right of Way 0 3 0 3Other 2 5 0 7Source: California Highway Patrol

As shown in Table FAI-2, the most common PCFs were drivers not yielding the right-of-way to pedestrians in crosswalks and pedestrians crossing illegally (such as crossing against a signal or midblock between signals.

Table FAI-3 shows the most common pedestrian actions, which describe what the pedestrian was doing immediately before the collision occurred, for pedestrian collisions within one mile of the Fairfield Transportation Center.

T a b l e F A I - 3 : Fairfield Transportation Center Bicyclist/Pedestrian Collision Summary Pedestrian Actions


Pedestrian ActionNumber of Collisions

Non-Injury Injury Fatality TotalCrossing in Crosswalk at Intersection 1 10 0 11Crossing Not in Crosswalk 0 5 0 5Other 1 1 0 2Source: California Highway Patrol

Table FAI-3 shows that the most common pedestrian actions were “crossing in crosswalk at intersection” and “crossing not in crosswalk”. These actions preceding a collision suggest that infrastructure enhancements, especially when paired with education and enforcement efforts, may improve pedestrian safety near the Fairfield Transportation Center.


Crime AnalysisAvailable crime data was reviewed for the study area. Figure FAI-3 identifies the analysis area and a summary of the type of crimes provided in the City’s records man-agement system. The data represents a query conduct-ed on “crimes against persons” only (i.e., murder, battery, robbery, sexual offense and assault) provided directly from the City of Fairfield Police Department. Within the one-year review period, 147 crimes were reported including one murder on Hamilton Drive. The most common crime committed was assault (85 instances).

Transit Facility – Issues and OpportunitiesThe Fairfield Transportation Center has a center-loading boarding platform that features benches, bench shelters, and a shelter roof. The center-loading boarding platform requires passengers to cross one lane of bus-only traffic; however, landscaping and fencing channelize pedestri-ans to preferred crossing locations. This configuration provides for excellent bus circulation, and benefits from its complete separation from automobile traffic. Buses run clockwise around the boarding platform, while auto-mobiles enter and exit the parking areas from separate driveways. A designated lane on Auto Mall Parkway allows for passenger pick-up and drop-off, and benches and shelters are provided at this location.

Each bus bay is marked with signage indicating the transit provider and route. Transit information signage, including a station map, transit routes, and schedule/fare information, is available throughout the station; the signage is consistent with the Metropolitan Transporta-tion Commission (MTC) 511 signage seen elsewhere in the Bay Area. Printed maps and schedules are available

in the administrative building during the day and at a ticket counter in the parking garage in the evening.

Pedestrian access is good throughout the station. Pedes-trian pathways connect the nearby parking garage and parking lot to the boarding platform. Passengers coming from northeast of the facility avoid out-of-direction travel by cutting through adjacent parking lots.

Bicycle parking is available in two forms: short-term racks near the parking garage entrance and bike lockers on the lower level of the parking garage and on the east side of the parking lot. The short-term racks are “wave” racks and are not ideal since they do not provide two points of contact to properly secure a bicycle. All racks were full at the time of the walking audit. During the audit, the task force observed several bicycles locked to various railings throughout the garage. A total of 22 lock-and-key bike lockers are available: 16 in the parking garage and six in the parking lot. Lock-and-key lockers are generally underutilized since each locker can only be used by its assigned tenant.

Parking is free at the Fairfield Transportation Center and is usually full early in the morning. Fairfield and Suisun Transit staff indicated that parking typically overflows to the Home Depot and Target parking lots across Cadenasso Street. The City plans to eventually build a five-story parking garage in place of the existing surface parking lot, expanding the parking capacity from the existing 640 spaces to 1,600 spaces.

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FAIRFIELD TRANSPORTATION CENTERCRIMES AGAINST PERSONS AND CLASSIFICATIONSAUGUST 2010 - MAY 2011FIGURE FAI-3N:\2011Projects\2906_Solano CTP_Update\Safe Routes to Transit\Graphics\GIS\MXD\Fairfield_roadwaycrime.mxd

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Source: Fairfield Police Department

LEGEND k Fairfield Transportation Center

Crime Classification

Assault

Battery

Murder

Sexual Offense

Robbery


T a b l e F A I - 4 : Fairfield Transportation Center Transit Facility Strategies

Strategy # Description Strategy Type Detailed Recommendations Cost1

101 Security Guard Signs Security Provide signs that indicate that security guards

are present. $

102 Emergency Call Boxes Security Install emergency call boxes on the passenger

platforms. $

103 Short-Term Bike Racks Bike Parking

Add additional bike racks in parking garage; one vehicle space typically has room for 10-20 bikes.

$

104 Real-Time Information Transit Information Install real-time electronic information signs

for bus routes. $$

105 Improved Signage Transit Information

Add signs that indicate where passengers can find printed maps and schedules (it is currently unclear that they can be picked up from the administrative building).

$

106 Additional Parking Capacity Parking Increase the supply of parking from the

existing 640 spaces. $$$

107Improved Pedestrian Signage/Markings

Internal CirculationEnhance bus circulation entrance/exit and pedestrian crossings with crosswalk striping, “Look” stencils, and improved signage.

$

Notes:1Capital cost estimate: $ - Less than $250k; $$ - Between $250k and $1M; Over $1MSource: Fehr & Peers, 2011

Transit Facility StrategiesTable FAI-4 shows strategies for improving passenger convenience, comfort, and safety at the Fairfield Transportation Center.

Pedestrian and Bicycle – Issues and OpportunitiesThe Fairfield Transportation Center is located adjacent to the I-80 / West Texas Street Interchange. Access restric-tions across I-80 and West Texas Street make it difficult for pedestrians or bicyclists to access the Fairfield Trans-portation Center from the west or north. Canals to the south result in pedestrians from some residential areas incurring out-of-direction travel to access the facility.

The land uses surrounding the Fairfield Transportation Center are predominantly suburban. Residential neigh-borhoods feature mostly single-family homes, although there is one large apartment complex on the northeast

corner of the West Texas Street / Beck Avenue intersec-tion. Several large commercial and municipal parcels immediately surround the facility, increasing the walk or bicycle distance from nearby residences.

Sidewalk coverage is good surrounding the Fairfield Transportation Center, although some key gaps do exist. There are sidewalks only on the north side of the West Texas Street undercrossing of I-80 and no sidewalks on the south side of the roadway.

No bicycle facilities directly access the Fairfield Transpor-tation Center. The Fairfield Linear Park, a Class I shared-use path that connects west Fairfield to central Fairfield, intersects Beck Avenue approximately a quarter mile


T a b l e F A I - 5 : Fairfield Transportation Center Pedestrian and Bicycle Strategies

Strategy # Strategy Type Description Limits (N-S or E-W) Cost1

101 Intersection Crossing Enhancements

High visibility striping and Rapid Rectangular Flashing Beacon (RRFB) (requires coordination with Caltrans)

Linear Bike Trail / Beck Ave. $

102 Bike Lanes (Class II)

Beck Ave. Class II bike lanes; add directional signage to Transportation Center (requires coordination with Caltrans)

I-80 to West Texas St. $


High visibility striping and Rapid Rect-angular Flashing Beacon (RRFB) at channelized right-turn

Oliver Rd. / Rockville Rd. / West Texas St. $

104 New Sidewalks Through landscaped channelized right-turn

Oliver Rd. / Rockville Rd. / West Texas St. $

105 New SidewalksSidewalks on south side of West Texas St. (requires coordination with Caltrans)

I-80 EB Off to Oliver Rd. $$$

106 Intersection Reconfigura-tion

Replace channelized free right-turn with controlled right-turn (requires coordination with Caltrans)

I-80 EB Off / West Texas St. $$

107 Other Enhancement North side access to Fairfield Transportation Center

West Texas St. at Fairfield Transportation Center

$

108 Bike Path (Class I) West Texas St. Class I shared use path (north side)

I-80 EB Off to Beck Ave. $

109 Other Enhancement Canal crossing Woolner Ave. to Auto Mall Pkwy. $$

110 New Sidewalks Woolner Ave. sidewalks Midway Rd. to Serrano Dr. $$

111 Intersection Reconfiguration Reduce curb radii Woolner Ave. / Beck

Ave. $$


from the Fairfield Transportation Center, but has no of-ficial bikeway connection. There are no facilities on West Texas Street and the traffic volumes and speeds make sharing the roadway uncomfortable for bicyclists. Bike lanes on Beck Avenue begin south of Cadenasso Drive.

Pedestrian and Bicycle StrategiesFigure FAI-4 shows the locations of recommended pe-destrian and bicycle strategies. Table FAI-5 shows strate-gies for improving pedestrian and bicyclist access to the Fairfield Transportation Center.

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FAIRFIELD TRANSPORTATION CENTERPEDESTRIAN AND BICYCLE STRATEGIESFIGURE FAI-4

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Proposed Pedestrian FacilitiesGÎ

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Bridge over canal to commercial center; exact location to be determined.


T a b l e F A I - 6 : Fairfield Transportation Center Pedestrian and Bicycle Strategy Priority Scores

Strategy # Strategy Type Description Limits (N-S or E-W) Priority Score

108 Bike Path (Class I) West Texas St. Class I shared use path (south side)

I-80 EB Off to Beck Ave. 7

105 New Sidewalks Sidewalks on south side of West Texas St. (requires coordination with Caltrans)

I-80 EB Off to Oliver Rd. 6


High visibility striping and Rapid Rectangular Flashing Beacon (RRFB) (requires coordination with Caltrans)

Linear Bike Trail / Beck Ave. 5

102 Bike Lanes (Class II)Beck Ave. Class II bike lanes; add directional signage to Transportation Center (requires coordination with Caltrans)

I-80 to West Texas St. 5

107 Other Enhancement North side access to Fairfield Transportation Center

West Texas St. at Fairfield Transporta-tion Center

5

110 New Sidewalks Woolner Ave. sidewalks Midway Rd. to Ser-rano Dr. 5


High visibility striping and Rapid Rectangu-lar Flashing Beacon (RRFB) at channelized right-turn

Oliver Rd. / Rockville Rd. / West Texas St. 4

106 Intersection Reconfiguration


I-80 EB Off / West Texas St. 4

109 Other Enhancement Canal crossing Woolner Ave. to Auto Mall Pkwy. 4

104 New Sidewalks Through landscaped channelized right-turn Oliver Rd. / Rockville Rd. / West Texas St. 3

111 Intersection Reconfiguration Reduce curb radii Woolner Ave. /

Beck Ave. 3


Project PrioritizationThe recommended pedestrian and bicycle strategies shown in Figure FAI-4 and Table FAI-5 were prioritized according to the prioritization criteria discussed in Chapter 5. Table FAI-6 shows the recommended pedestrian and bicycle strate-gies and their total priority score.


Priority Development AreaThe Suisun City Capitol Corridor Train Station is within the Suisun City Downtown and Waterfront District PDA and adjacent to the Fairfield – Downtown South PDA, both of which are described below:

The Suisun City Downtown and Waterfront District PDA is 448 acres bound by Union Pacific Railroad on the north and west, Marina Boulevard on the east, and Suisun Bay on the south. Key assets include open space including Suisun Marsh, Harbor Plaza and Josiah Park, the pedestrian overcrossing to the Solano County Government Center, Central County Bikeway and Suisun City Hall.

The following elements describe the long-term vision for the PDA:

• Unique waterfront destination

• Improved pedestrian and bicycle connections

• Major in-fill redevelopment within a half mile of the Suisun City Capitol Corridor Train Station

• Revitalized downtown anchored by a multimodal transit hub, Suisun City Capitol Corridor Train Station

• Open space preservation


• Railroad Avenue Extension

• Marina Boulevard Overcrossing

• Infrastructure to support development (water, sewer and stormwater)

7 Suisun City Capitol Corridor Train StationDescription

The Suisun City Capitol Corridor Train Station is managed by the Capitol Corridor Join Powers Authority

(CCJPA), and serves only Capitol Corridor trains. The station has a surface parking lot as well as an adjacent

bus facility. The Suisun City Capitol Corridor Train Station is located in western Suisun City on Main Street at

Lotz Way, underneath the State Route 12 overpass; downtown Fairfield is located across the railroad tracks

from the Suisun City Capitol Corridor Train Station. In addition to Capitol Corridor trains, local bus service to

Fairfield and Suisun City is also provided from the station. The Safe Routes to Transit Task Force completed a

walking audit at the Suisun City Capitol Corridor Train Station on Monday, September 19, 2011 between 9:00

AM and 10:30 AM.


The Fairfield – Downtown South PDA is approximate-ly 200 acres bound by Kentucky Street on the north, Highway 12 on the south, Pennsylvania Avenue on the west and North Texas Street on the east. The original boundary PDA boundary was expanded in 2011. Key assets of the PDA are the pedestrian overcrossing to Suisun City Capitol Corridor Train Station and downtown Suisun, the Solano County Government Center, Union Avenue commercial corridor. The area is best defined as small lot residential, office and commercial. The follow-ing elements describe the long term vision for the PDA:

• Mixed use urban center with higher density residential and office

• Enhanced streetscapes along Union Avenue and Jefferson Avenue side streets south of Delaware Street

• Redevelopment of existing vacant and underutilized properties

• Pedestrian connectivity projects to activity centers including Armijo High School and downtown Fairfield


• Downtown South Street Lighting Program

• Union/Jefferson Avenue Corridor Pedestrian Enhancements

• Infill housing and mixed use property acquisitions, lot consolidation, affordable housing subsidies

• Downtown Parking Garage

• Infrastructure to support development (water/sewer)

Access ModeMany station users transfer between buses and trains; however, most Capitol Corridor users arrive by automo-bile and either park in the 267 space lot or are dropped off. Some bus and Capitol Corridor users were observed arriving on foot. The surrounding area and transporta-tion network is relatively supportive of pedestrian and bicycle travel. Streets in Suisun City and downtown Fairfield are generally narrow (i.e., a single traffic lane in

either direction) and feature low vehicle travel speeds; terrain in the area is flat, a pedestrian/bicyclist bridge crosses over the railroad tracks, and a high-quality Class I bike path runs along the north side of SR-12 con-necting the Suisun City Capitol Corridor Train Station to nearby residential neighborhoods. Some barriers to pedestrian and bicycle travel exist, as shown in Figure SUI-1; significant barriers in Suisun City include SR-12 and the railroad tracks.

Transit ServiceFour transit providers serve the Suisun City Capitol Corridor Train Station:

• Amtrak (Capitol Corridor) operates commuter trains between Auburn and San Jose, with stations in major destinations such as Sacramento, Davis, Richmond (Bay Area Rapid Transit [BART] connection), San Francisco (via Amtrak bus connection in Emeryville), Oakland, and San Jose. Capitol Corridor operates 24 trains that serve the transit center; most operate only between Sacramento and Oakland.

• Fairfield and Suisun Transit (FAST) operates several bus routes that serve the Suisun City Capitol Corridor Train Station:

• Route 5 – a local circulator route that serves downtown Suisun City and downtown Fairfield and nearby destinations such as the Westfield Mall and Sunset Center

• Route 8 – a citywide loop route that serves northern Suisun City and southern Fairfield

• Route 90 – a commuter express route that connects the El Cerrito Del Norte BART station to the Suisun City Capitol Corridor Train Station and Fairfield Transportation Center

• Rio Vista Delta Breeze operates limited deviated fixed route bus service; Route 50 serves Isleton, Rio Vista, the Suisun City Capitol Corridor Train Station, and Fairfield.

• Greyhound operates long-distance bus travel and stops at the Suisun City Capitol Corridor Train Station.

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SUISUN CITY CAPITOL CORRIDOR TRAIN STATIONBARRIERS TO PEDESTRIAN AND BICYCLE TRAVELFIGURE SUI-1

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LEGEND Suisun City Capitol Corridor Train Station

Railroad

Barrier

N:\2011Projects\2906_Solano CTP_Update\Safe Routes to Transit\Graphics\GIS\MXD\SuisunAmtrakStation_Barriers.mxd

Has an overpass at Main Street (there are sidewalks on Main Street); however, causes out-of-direction travel for pedestrians.

SR-12

Carries traffic into downtown Fairfield at high speeds.

SR-12/Webster Street/Jackson StreetInterchange

The ramp terminal intersections have large turn radii that encourage high vehicle speeds.

SR-12/Main Street/CivicCenter Boulevard Interchange

There is a crossing at the Suisun City Capitol Corridor Train Station; however, the next closest crossings for pedestrians and bicyclists are at Sunset Avenue (over 1.4 miles away) and Cordelia Street (over 3,500 feet away).

Railroad Tracks


T a b l e S U I - 1 : Suisun City Capitol Corridor Train Station Bicyclist/Pedestrian Collision Summary

(June 2006 – June 2010)


Bicyclist Pedestrian Bicyclist Pedestrian June - Dec. 2006 6 1 5 0 0

2007 12 1 9 0 02008 14 6 6 0 02009 10 3 6 0 0

Jan. - June 2010 4 2 1 0 0Total 46 13 27 0 0


Table SUI-1 shows that most of the collisions (87 percent) resulted in some form of injury; no fatalities were recorded during the four-year period.

The SWITRS data was also analyzed for the Primary Collision Factors (PCFs). Table SUI-2 shows the most common PCFs for bicyclist-vehicle and pedestrian-vehicle collisions within one mile of the Suisun City Capitol Corridor Train Station.

T a b l e S U I - 2 : Suisun City Capitol Corridor Train Station Bicyclist/Pedestrian Collision Summary Primary Collision Factors

(June 2006 – June 2010)


Non-Injury Injury Fatality TotalPedestrian Violation (Pedestrian not yielding or crossing illegally) 0 12 0 12

Pedestrian Right of Way (Driver not yielding) 1 8 0 9Wrong Side of Road 2 2 0 4Improper Turning 0 4 0 4Traffic Signals and Signs 1 3 0 4Other 2 11 0 13Source: California Highway Patrol


Collision AnalysisExisting SWITRS data for bicyclist-vehicle and pedestrian-vehicle collisions was reviewed to identify collision locations and trends near the Suisun City Capitol Corridor Train Station. Figure SUI-2 shows the number and severity of collisions within one mile of the Suisun City Capitol Corridor Train Station. Table SUI-1 summarizes the collision data by year and collision severity.

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SUISUN CITY CAPITOL CORRIDOR TRAIN STATIONBICYCLE AND PEDESTRIAN COLLISIONSFIGURE SUI-2N:\2011Projects\2906_Solano CTP_Update\Graphics\GIS\MXD\PDA\F5a_Suisun_Coll.mxd

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T a b l e S U I - 3 : Suisun City Capitol Corridor Train Station Pedestrian Collision Summary Pedestrian Actions

(June 2006 – June 2010)

Pedestrian Action Number of CollisionsNon-Injury Injury Fatality Total

Crossing Not in Crosswalk 1 10 0 11Crossing in Crosswalk at Intersection 0 10 0 10Walking In Road, Including Shoulder 0 3 0 3Crossing in Crosswalk Not at Intersection 0 2 0 2Other 0 1 0 1Source: California Highway Patrol

As shown in Table SUI-2, the most common PCFs were pedestrians crossing illegally (such as crossing against a signal or midblock between signals) and drivers not yielding the right-of-way to pedestrians in crosswalks.

Table SUI-3 shows the most common pedestrian actions,

which describe what the pedestrian was doing immedi-ately before the collision occurred, for pedestrian colli-sions within one mile of the Suisun City Capitol Corridor Train Station.

Table SUI-3 shows that the most common pedestrian actions were “crossing not in crosswalk” and ”crossing in crosswalk at intersection.” These actions preceding a collision suggest that infrastructure enhancements, especially when paired with education and enforcement efforts, may improve pedestrian safety near the Suisun City Capitol Corridor Train Station.

Crime AnalysisReported crime data was reviewed for the study area. Figure SUI-3 identifies the analysis area and a summary of the type of crimes committed. The data represents a query conducted on “crimes against persons” only (i.e., homicide, robbery, sexual offense and assault). Within the six-month review period, 56 crimes were reported. The most common crime committed was assault, including one assault near the transit facility.

Occurrences of these types of crimes are clustered along three corridors: Main Street between Driftwood and Solano; Union Avenue between West Texas Street and Broadway Street; and on Spring Street.

Additionally, representatives from the Suisun City Police Department indicated that many residents have personal security concerns regarding the pedestrian bridge over the railroad tracks.

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SUISUN CITY CAPITOL CORRIDOR TRAIN STATIONSIX MONTH CRIME ACTIVITYFIGURE SUI-3N:\2011Projects\2906_Solano CTP_Update\Graphics\GIS\MXD\PDA\F5_Suisun_Station.mxd

Source: Suisun City Police Department and crimereports.comMarch 6, 2011 - September 6, 2011

Suisun City Capitol Corridor Train Station

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Crime Analysis Area0.5 Mile Network Buffer1 Mile Network Buffer

Roadways with greatest"crimes against persons" occurance

Suisun City Capitol Corridor

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Crimes within approximately one mileof the transit facilityCrime Type

Assault 50

Assault with Deadly Weapon 1

Robbery 4

Sexual Assault 1

Total 56


T a b l e S U I - 4 : Suisun City Capitol Corridor Train Station Transit Facility Strategies


201 Security Cameras SecurityInstall security cameras on the passenger platforms. Provide signs that indicate that security cameras are in use.

$

202 Emergency Call Boxes Security Install emergency call boxes on the passenger platforms. $

203 Platform Lighting SecurityInstall additional lighting on the passenger platforms; either as free-standing fixtures or mounted on the SR-12 overpass.

$

204 Station Map Passenger Amenities

Provide station maps on the passenger platforms that indicate the location of key amenities (ticket kiosks, restrooms, bike parking, etc.)

$

205 Bus Circulation Improvements

Internal Circulation

Restrict all vehicle parking in front of the station building so that inbound buses are not blocked. $

206 Short-Term Bike Racks Bike Parking Replace existing bike racks with appropriate bike racks. $

207 Additional Parking Capacity Parking Increase the supply of parking from the existing

267 spaces. $$$

208 Real-Time Information

Transit Information

Install real-time electronic information signs for bus routes. $$


Transit Facility – Issues and OpportunitiesAdequate pedestrian access is provided throughout the station. The proximity of the bus platform and drop-off area to the train platform allows for convenient connec-tions between modes. However, conflicts between buses and automobiles occur when drop-off vehicles block the turning path of inbound buses.

Parking is available for train or bus passengers at the 267-space Park and Ride lot across Main Street. There is no charge for parking at this facility. Field observa-tions indicated that the lot is currently at capacity on weekdays, and some vehicles overflow to parking lots at nearby businesses.

Bicycle parking is available in two forms: short-term racks in front of the depot building and bike lockers near

the train platform. The short-term racks do not meet industry standards because they hold the bicycle by only one wheel and do not provide two points of contact to properly secure bicycles. The four BikeLink on-demand bike lockers are high-quality and easy to use; however, all lockers were empty at the time of the walking audit.

The depot building serves as an interior waiting area that provides comfortable indoor seating and public restrooms. Real-time train arrival/departure is provided for Capitol Corridor service. Wayfinding signage directs passengers to Suisun City’s Waterfront District.

Transit Facility StrategiesTable SUI-4 shows strategies for improving passenger convenience, comfort, and safety the Suisun City Capitol Corridor Train Station.


Pedestrian and Bicycle – Issues and OpportunitiesThe Suisun City Capitol Corridor Train Station’s location and surrounding land uses generally assist in supporting walking and bicycling as viable methods of accessing the station. Residential neighborhoods surround the station on all sides; many of these neighborhoods, including the Waterfront District, are within a half mile walk of the station. Pedestrians and bicyclists from residential neighborhoods in south and east Suisun City access the station primarily via Main Street, Driftwood Drive, and Lotz Way. Pedestrians and bicyclists in residential neigh-borhoods in south Fairfield must access the station via a pedestrian/bicyclist bridge over the railroad tracks.

There are official bicycle facilities that provide access to the station. The Central County Bikeway, a high-quality, Class I shared use path connects the station to residential neighborhoods in east Suisun City north of SR-12. Low-volume, low speed streets in Suisun City and south Fairfield (such as Main Street and Union Avenue) adequately accommodate casual bicyclists. An improved bicycle facility on Lotz Way would better serve bicyclists and would connect to the future Grizzly Island Bikeway, which will be on the south side of SR 12 between Marina Boulevard and Grizzly Island Road. Lotz Way traffic volume is greatest between Main Street and the SR-12 eastbound ramps.

SR-12 and the railroad tracks represent the primary bar-riers to walking and bicycling access. The SR-12 over-pass at Main Street allows for pedestrian and bicyclist access. The next nearest pedestrian crossing of SR-12 is over a half mile east of the station. The pedestrian/bicyclist bridge over the railroad tracks is well placed to provide pedestrian and bicyclist station access. However, representatives from the Suisun City Police Department indicated that some residents have personal security concerns regarding the pedestrian bridge over the railroad tracks. A recently completed streetscape project improved street lighting on the Fairfield side of the pedestrian bridge.

Suisun City has recently completed streetscape im-provements in the Waterfront District. These improve-ments include new sidewalks, curb ramps, landscaping, street lighting, crosswalks, and wayfinding signage. The project’s first phase included improvements south of Driftwood Drive; the project’s second phase will make similar improvements on Main Street between Driftwood Drive and SR-12. The second phase does not yet have an identified funding source.

Pedestrian and Bicycle StrategiesFigure SUI-4 shows the locations of recommended pedestrian and bicycle strategies. Table SUI-5 shows strategies for improving pedestrian and bicyclist access to the Suisun City Capitol Corridor Train Station.


T a b l e S U I - 5 : Suisun City Capitol Corridor Train Station Pedestrian and Bicycle StrategiesStrategy

# Strategy Type Description Limits (N-S or E-W) Cost1

201 Bike Route (Class III) Union Ave. bike route with sharrows Texas St. to Ohio St. $

202 Road Diet Broadway St. road diet from four lanes to three lanes with bike lanes

Union Ave. to Pennsylvania Ave. $$

203Intersection Crossing Enhancements

Pedestrian refuge island at uncontrolled crosswalk Union Ave. / Broadway St. $

204 Other Enhancement Railroad Ave. extension Marina Blvd. to Main St. $$$

205 New Sidewalks East side of Marina Blvd.; south side of Buena Vista Ave.

Buena Vista Ave. to SR-12; Rio Verde to Marina Blvd. $$

206 Other Enhancement

Consider new grade-separated or at-grade crossing (requires coordination with Capitol Corridor and Public Utilities Commission)

Union Ave. (Fairfield) to Main St. (Suisun City) $$$


Jackson St. traffic calming: radar speed signs, speed humps, etc. (requires coordination with Caltrans) Broadway St. to Illinois St. $


Short-term – security enhancements (lighting, se-curity camers, etc.); long-term – replace with wider, ADA-compliant bridge

Union Ave. (Fairfield) to Main St. (Suisun City) $$$

209 Streetscape Project

Alley streetscape improvements (speed bumps or sidewalks, stop sign at Spring Street, curb ramps at Spring Street, lighting, etc.)

Depot building to Spring St. $

210Intersection Crossing Enhancements

Crosswalk striping, truncated domes, and pedes-trian signal heads at west leg; add “Turning Traffic Must Yield to Pedestrians” (CAMUTCD R10-15) sign for westbound left-turn vehicles; fencing on east side of Main Street north of Lotz Way to channel-ized pedestrians to crosswalk

Main St. / Lotz Way $


Enhanced signage/striping through one-way park-ing area Alley to Lotz Way $



SR-12 off-ramp / Civic Center Blvd. / Lotz Way

$

213 Bike Path (Class I)

Lotz Way Class I shared use path (north side) Marina Blvd. to Lotz Way $$


Main St. streetscape improvements (sidewalk, curb ramps, crosswalks, street lighting, wayfinding sig-nage, bulbouts, pavement rehabilitation, landscap-ing, etc.)

SR-12 to Driftwood Dr. $$$

215 Bike Route (Class III)

Main St. bike route with sharrows SR-12 to Cordelia St. $


Spring St. streetscape improvements (ADA-compliant sidewalks)

Main St. to Railroad Ave. $

Notes: 1Capital cost estimate: $ - Less than $250k; $$ - Between $250k and $1M; Over $1MSource: Fehr & Peers, 2011

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SUISUN CITY CAPITOL CORRIDOR TRAIN STATIONPEDESTRIAN AND BICYCLE STRATEGIESFIGURE SUI-4

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LEGEND Suisun City Capitol Corridor Train Station

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Streetscape Project

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New Sidewalk




N:\2011Projects\2906_Solano CTP_Update\Safe Routes to Transit\Graphics\GIS\MXD\SuisunAmtrakStation_BikePedFacilities.mxd


Project PrioritizationThe recommended pedestrian and bicycle strategies shown in Figure SUI-4 and Table SUI-5 were prioritized according to the prioritization criteria discussed in Chapter 5. Table SUI-6 shows the recommended pedestrian and bicycle strate-gies and their total priority score.

T a b l e S U I - 6 : Suisun City Capitol Corridor Train Station Pedestrian and Bicycle Strategy Priority Scores


213 Bike Path (Class I) Lotz Way Class I shared use path (north side)

Marina Blvd. to Lotz Way 6



SR-12 off-ramp / Civic Center Blvd. / Lotz Way

5

202 Road Diet Broadway St. road diet from four lanes to three lanes with bike lanes

Union Ave. to Penn-sylvania Ave. 4


Pedestrian refuge island at uncontrolled crosswalk

Union Ave. / Broad-way St. 4

205 New Sidewalks East side of Marina Blvd.; south side of Buena Vista Ave.

Buena Vista Ave. to SR-12; Rio Verde to Marina Blvd.

4

206 Other EnhancementConsider new grade-separated or at-grade crossing (requires coordination with Capitol Corridor and Public Utilities Commission)

Union Ave. (Fairfield) to Main St. (Suisun City)

4

207 Other EnhancementJackson St. traffic calming: radar speed signs, speed humps, etc. (requires coordina-tion with Caltrans)

Broadway St. to Illinois St.

4

208 Other EnhancementShort-term – security enhancements (light-ing, security camers, etc.); long-term – re-place with wider, ADA-compliant bridge

Union Ave. (Fairfield) to Main St. (Suisun City)

4


Alley streetscape improvements (speed bumps or sidewalks, stop sign at Spring Street, curb ramps at Spring Street, lighting, etc.)

Depot building to Spring St. 4


Crosswalk striping, truncated domes, and pedestrian signal heads at west leg; add “Turning Traffic Must Yield to Pedestrians” (CAMUTCD R10-15) sign for westbound left-turn vehicles; fencing on east side of Main Street north of Lotz Way to channelized pedestrians to crosswalk

Main St. / Lotz Way 4


T a b l e S U I - 6 C o n t i n u e d : Suisun City Capitol Corridor Train Station Pedestrian and Bicycle Strategy Priority Scores


201 Bike Route (Class III) Union Ave. bike route with sharrows Texas St. to Ohio St. 3

204 Other Enhancement Railroad Ave. extension Marina Blvd. to Main St. 3

215 Bike Route (Class III) Main St. bike route with sharrows SR-12 to Cordelia St. 3


Main St. streetscape improvements (side-walk, curb ramps, crosswalks, street lighting, wayfinding signage, bulbouts, pavement rehabilitation, landscaping, etc.)

SR-12 to Driftwood Dr. 2

211 Streetscape Project Enhanced signage/striping through one-way parking area Alley to Lotz Way 1

216 Streetscape Project Spring St. streetscape improvements (ADA-compliant sidewalks)

Main St. to Railroad Ave. 1



Priority Development AreaThe Vacaville Allison/Ulatis PDA is approximately 290 acres bound by Interstate 80 on the north, Elmira Road on the south, Ulatis Creek on the west, and Putah Canal on the east. The area is best described as commercial, office and retail. Key assets include the I-80 / Allison Drive interchange, Ulatis Cultural Center and County Library, Ulatis Creek multi-use trail and utility infrastruc-ture in place to support development. The following elements describe the long-term vision for the PDA:

• Smart growth development anchored by a region-al transit hub – Vacaville Transportation Center

• Development of existing vacant and underutilized properties

• Medium to high density housing within a half mile of the Vacaville Transportation Center

• Expand Ulatis Creek Trail system as a natural open space recreational corridor


• Vacaville Intermodal Station Phase 2 – Parking Structure

• Streetscape and public art enhancements

• Ulatis Creek Multi-use Trail (I-80 to Allison Drive)

Access ModeMost current users of the station transfer between buses; however, some users arrive by automobile and either park in the 250 space parking lot or are dropped off. The public parking lot, meant to accommodate park-and-ride and transit users, was mostly empty at the time of the walking audit. Since the time of the walking audit, Fairfield and Suisun Transit routes have begun to serve the Vacaville Transportation Center; parking lot utilization should increase as riders accustom to the service. The land use pattern and transportation net-work surrounding the Vacaville Transportation Center is suburban. As shown in Figure VAC-1, significant barriers to pedestrian and bicycle travel include I-80, the I-80 / Allison Drive interchange, and creeks/canals.

8 Vacaville Transportation CenterDescription

The Vacaville Transportation Center opened on March 1, 2011 and is operated by the City of Vacaville.

The center has a 10-bay bus shelter and public parking. It is centrally located in Vacaville on Allison Drive

north of Ulatis Drive, and primarily serves Vacaville City Coach although other transit providers stop at the

facility. The Safe Routes to Transit Task Force completed a walking audit at the Vacaville Transportation

Center on Monday, September 12, 2011 between 3:00 PM and 4:30 PM.

Travis W

y

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VACAVILLE TRANSPORTATION CENTERBARRIERS TO PEDESTRIAN AND BICYCLE TRAVELFIGURE VAC-1

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LEGEND Vacaville Transportation Center

Railroad

Barrier

N:\2011Projects\2906_Solano CTP_Update\Safe Routes to Transit\Graphics\GIS\MXD\VacavilleTranspCenter_Barriers.mxd

§̈¦80There are sidewalks on the east side of Allison Drive; the next closest crossings are at Nut Tree Road (over 4,400 feet away) and Elmira Road (over 3,600 feet away).

I-80

Sidewalks are only provided on the east side of Allison Drive; on-ramps are designed to accommodate high vehicle speeds and there are no crosswalks across Allison Drive at the off-ramp terminal intersection.

I-80/Allison Drive Interchange

Require significant out-of-direction travel for pedestrians.

Canals and Creeks


T a b l e V A C - 1 : Vacaville Transportation Center Bicyclist/Pedestrian Collision Summary (June 2006 – June 2010)


Bicyclist Pedestrian Bicyclist Pedestrian

June - Dec. 2006 2 2 0 0 02007 7 5 2 0 02008 7 2 5 0 02009 7 5 1 0 0

Jan. – June 2010 1 1 0 0 0Total 24 15 8 0 0


Table VAC-1 shows that most of the collisions (96 percent) resulted in some form of injury; no fatalities were recorded during the four-year period.

Transit ServiceThree transit providers serve the Vacaville Transportation Center

• Vacaville City Coach provides the following local fixed bus routes:

• Route 1 – a radial route that runs between the Vacaville Transportation Center and northeast Vacaville, including the commercial centers along Burton Drive, the Vacaville Premium Outlets, and neighborhoods along Yellowstone Drive

• Route 2 – a circulator route that serves west and north Vacaville, including downtown Vacaville

• Route 4 – a loop route that runs between the Vacaville Transportation Center and northeast Va-caville, including the Genentech and Kaiser Perma-nente campuses in north Vacaville and commercial centers along Orange Drive and Burton Drive

• Route 5 – a feeder route that serves southern and western Vacaville, connecting the Vacaville Trans-portation Center with the downtown Transit Plaza

• Route 6 – a bidirectional circulator that con-nects the Vacaville Transportation Center and the Downtown Transit Plaza with several of Vacaville’s commercial centers

• Route 8 – a circulator route that serves southeast Vacaville, including downtown Vacaville

• Fairfield and Suisun Transit (FAST) operates three commuter express routes that serve the Vacaville Transportation Center:

• Route 20 – a commuter express route connecting Fairfield and Vacaville

• Route 30 – a commuter express route that connects Fairfield, Vacaville, Dixon, Davis, and Sacramento

• Route 40 – a commuter express route that connects Vacaville, Fairfield, and Benicia to the Pleasant Hill BART and Walnut Creek BART stations

• Yolobus operates the Route 220 commuter express that connects Davis, Winters, and Vacaville


Collision AnalysisExisting SWITRS data for bicyclist-vehicle and pedestri-an-vehicle collisions was reviewed to identify collision locations and trends near the Vacaville Transportation Center. Figure VAC-2 shows the number and severity of collisions within one mile of the Vacaville Transportation Center. Table VAC-1 summarizes the collision data by year and collision severity.

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VACAVILLE TRANSPORTATION CENTERBICYCLE AND PEDESTRIAN COLLISIONSFIGURE VAC-2N:\2011Projects\2906_Solano CTP_Update\Graphics\GIS\MXD\PDA\F3a_Vacaville_Coll.mxd

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The SWITRS data was also analyzed for the Primary Collision Factors (PCFs). Table VAC-2 shows the most common PCFs for bicyclist-vehicle and pedestrian-vehicle collisions within one mile of the Vacaville Transportation Center.

T a b l e V A C - 2 : Vacaville Transportation Center Bicyclist/Pedestrian Collision Summary Primary Collision Factors

(June 2006 – June 2010)


Non-Injury Injury Fatality TotalWrong Side of Road 0 7 0 7Automobile Right of Way 0 4 0 4Pedestrian Violation (Pedestrian not yielding or crossing illegally) 0 4 0 4

Traffic Signals and Signs 0 4 0 4Pedestrian Right of Way 1 2 0 3Other 0 2 0 2Source: California Highway Patrol

As shown in Table VAC-2, the most common PCF was bicycling on the wrong side of the road. Other common PCFs were bicyclists or pedestrians not yielding the right-of-way to automobiles, pedestrians crossing illegally (such as cross-ing against a signal or midblock between signals), or bicyclists not obeying traffic signals and/or signs.

Table VAC-3 shows the most common Pedestrian Actions, which describe what the pedestrian was doing immediately-before the collision occurred, for pedestrian collisions within one mile of the Vacaville Transportation Center.

T a b l e V A C - 3 : Vacaville Transportation Center Bicyclist/Pedestrian Collision Summary Pedestrian Actions

(June 2006 – June 2010)


Non-Injury Injury Fatality TotalCrossing in Crosswalk at Intersection 1 5 0 6Crossing Not in Crosswalk 0 1 0 1In Road, Including Shoulder 0 1 0 1Not In Road 0 1 0 1Source: California Highway Patrol

Table VAC-3 shows that the most common pedestrian action was Crossing in Crosswalk at Intersection. This action preceding a collision suggests that education and enforcement efforts targeted at drivers and pedestrians, may improve pedestrian safety near the Vacaville Transportation Center.


Crime AnalysisAvailable crime data was reviewed for the study area. Figure VAC-3 identifies the analysis area and a sum-mary of the type of crimes committed or calls for service received. The data represents a query conducted on “crimes against persons” only (i.e., homicide, battery, robbery, sexual offense, domestic violence and as-sault) provided directly from the City of Vacaville Police Department. Within the one-year review period, 460 crimes were reported including one homicide on Hume Way. The most common crime committed was battery. No reported crimes occurred within 500 feet of the transit facility. Data reflects “calls for service”, as opposed to actual reported crime data. More than one call for service may be shown for the same incident.

Transit Facility – Issues and OpportunitiesThe Vacaville Transportation Center has a center-loading boarding platform that includes benches and a shelter roof. The center-loading boarding platform requires passengers to cross one lane of bus-only traffic. This configuration provides for excellent bus circulation, and benefits from its complete separation from automobile traffic. Buses run clockwise around the boarding plat-form (unlike typical roundabouts in the United States, which circulate counterclockwise).

Each bus bay is marked with signage indicating the tran-sit provider and route. Real-time electronic information signs that indicate the next bus arrival time are available for each Vacaville City Coach route. Transit informa-tion signage for Vacaville City Coach is available at the station. At the time of the walking audit transit rider information was not available for other transit providers (FAST and Yolobus); however, these providers have since added transit information signage.

The Vacaville Transportation Center has sufficient pedes-trian access from Allison Drive. The parcels on Allision

Drive, Ulatis Drive, and Harbison Drive surrounding the station are vacant so the station does not connect to nearby commercial and residential uses.

Public restrooms, an emergency call box, and bike lockers are provided northeast of the boarding plat-form across the bus circulation area. Curb ramps are only provided at the corners of the boarding platform; wheelchair users incur significant out-of-direction travel to access the restrooms or emergency call box from the boarding platform. Sixteen bicycle lockers are avail-able at the station. The lockers, which require users to provide their own lock, are generally more convenient than lock-and-key bike lockers since different users can access the lockers each day. Locks were on several of the lockers at the time of the walking audit.

Parking is free at the Vacaville Transportation Center and the quantity of parking available is currently sufficient to serve demand. Future demand may warrant expanded parking.

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VACAVILLE TRANSPORTATION CENTERCALLS FOR SERVICE (CRIMES AGAINST PERSONS)AND CLASSIFICATIONS, JUNE 2010 - MAY 2011FIGURE VAC-3N:\2011Projects\2906_Solano CTP_Update\Safe Routes to Transit\Graphics\GIS\MXD\Vacaville_roadwaycrime.mxd

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Source: City of Vacaville Police Department

LEGEND k Vacaville Transportation Center

Call for Service*

Assault with deadly weapon

Battery

Domestic violence

Homicide

Sexual Offense

Robbery

More than one "call for service" may be shown for the same incident.

*


Transit Facility StrategiesTable VAC-4 shows strategies for improving passenger convenience, comfort, and safety the Vacaville Transportation Center.

T a b l e V A C - 4 : Vacaville Transportation Center Transit Facility Strategies


301 Security Camera Signs Security Provide signs that indicate that security cameras are in use. $

302 Improved Signage Transit Information Add bus route maps and schedules for all transit providers. $

303 Improved Pedestrian Signage/Markings Internal Circulation

Enhance bus circulation entrance/exit and pedestrian crossings with “Look” stencils, add curb ramp/crosswalk to restrooms

$

304 Printed Schedules and Maps Transit Information Provide printed schedules and maps for all transit providers. $


Pedestrian and Bicycle – Issues and OpportunitiesThe Vacaville Transportation Center is located adjacent to the-I-80 / Allison Drive Interchange. The parcels on Allison Drive, Ulatis Drive, and Harbison Drive sur-rounding the station are vacant so the station does not connect to nearby commercial and residential uses. Transit users walking to/from these parcels incur signifi-cant out-of-direction travel. Additionally, nearby creeks and canals cause some neighborhoods to incur out-of-direction travel.

The land uses surrounding the Vacaville Transportation Center are predominantly suburban. There are several apartment complexes near the station. Additionally, the station is near some of Vacaville’s many commercial centers.

Sidewalk coverage is good surrounding the Vacaville Transportation Center. All developed parcels, and some undeveloped parcels, have sidewalks. North of Travis Way, there are no concrete sidewalks on the east side of Allison Drive. The asphalt path that is provided is difficult to use for most wheelchair users. Sidewalks are only available on the east side of the I-80 / Allison Drive interchange.

Bike lanes are provided on most major roadways in Vacaville; however, key gaps exist near the Vacaville Transportation Center. There are no bike lanes on Allison Drive between I-80 and Ulatis Drive. Additionally, there is no westbound bike lane on the north side of Ulatis Drive between Allison Drive and Harbison Drive. A creek-side Class I bike path intersects Allison Drive south of Ulatis Drive; however, there is no way for bicyclists to cross Allison Drive.


Pedestrian and Bicycle StrategiesFigure VAC-4 shows the locations of recommended pedestrian and bicycle strategies. Table VAC-5 shows strategies for improving pedestrian and bicyclist access to the Vacaville Transportation Center.

T a b l e V A C - 5 : Vacaville Transportation Center Pedestrian and Bicycle Strategies



Reduce radius of free right-turns (requires coordination with Caltrans)

I-80 EB On Ramps / Allison Dr. $$$


Add crosswalk and curb ramps at intersec-tion’s south leg (requires coordination with Caltrans)

I-80 EB Off / Allison Dr. / Nut Tree Pkwy. $

303 Bike Lanes (Class II) Allison Dr. Class II bike lanes (requires coordination with Caltrans)

Nut Tree Pkwy. to Elmira Rd. $

304 New Sidewalks East side of Allison Dr. Travis Way to Nut Tree Pkwy. $$


Convert E-W left-turns to protected operation, add crosswalk at intersection’s south leg

Travis Way / Allison Dr. $

306 Other Enhancement North side access to Vacaville Transportation Center

Vacaville Transporta-tion Center to Vacaville Commons Shopping Center

$$

307 Other Enhancement East side access to Vacaville Transportation Center

Vacaville Transporta-tion Center to Harbi-son Dr.

$$


High visibility striping and Rapid Rectan-gular Flashing Beacon (RRFB) or HAWK beacon

Harbison Dr. at Mor-gan Park apartments $

309 Intersection Crossing Enhancements Add crosswalk at intersection’s east leg Ulatis Dr. / Burton Dr. $

310 Other Enhancement Ped/bike connection South of creek to Tra-vis Way connection $$$


Shared-use path crossing at Allison Dr. with HAWK beacon

Allison Dr. at shared-use path $$


Replace channelized free right-turns with controlled right-turns Elmira Rd. / Allison Dr. $$


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VACAVILLE TRANSPORTATION CENTERPEDESTRIAN AND BICYCLE STRATEGIESFIGURE VAC-4

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LEGEND Vacaville Transportation Center

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Streetscape Project

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N:\2011Projects\2906_Solano CTP_Update\Safe Routes to Transit\Graphics\GIS\MXD\VacavilleTranspCenter_BikePedFacilities.mxd

§̈¦80

Bridge over creek to future Travis Way extension; exact location to be determined.

Pedestrian connection between east side of Transportation Center and Harbison Dr.

Pedestrian connection between north side of Transportation Center and commercial center.


Project PrioritizationThe recommended pedestrian and bicycle strategies shown in Figure VAC-4 and Table VAC-5 were prioritized according to the prioritization criteria discussed in Chapter 5. Table VAC-6 shows the recommended pedestrian and bicycle strate-gies and their total priority score.

T a b l e V A C - 6 : Vacaville Transportation Center Pedestrian and Bicycle Strategy Priority Scores



Shared-use path crossing at Allison Dr. with HAWK beacon

Allison Dr. at shared-use path 9


Add crosswalk and curb ramps at intersection’s south leg (requires coordination with Caltrans)

I-80 EB Off / Allison Dr. / Nut Tree Pkwy. 6

306 Other Enhancement North side access to Vacaville Transportation Center

Vacaville Transportation Center to Vacaville Com-mons Shopping Center

6

307 Other Enhancement East side access to Vacaville Transportation Center

Vacaville Transportation Center to Harbison Dr. 6

310 Other Enhancement Ped/bike connection South of creek to Travis Way connection 6


Reduce radius of free right-turns (requires coordination with Caltrans)

I-80 EB On Ramps / Allison Dr. 5

303 Bike Lanes (Class II) Allison Dr. Class II bike lanes (re-quires coordination with Caltrans) Nut Tree Pkwy. to Elmira Rd. 5


Convert E-W left-turns to pro-tected operation, add crosswalk at intersection’s south leg

Travis Way / Allison Dr. 5


High visibility striping and Rapid Rectangular Flashing Beacon (RRFB) or HAWK beacon

Harbison Dr. at Morgan Park apartments 5


Add crosswalk at intersection’s east leg Ulatis Dr. / Burton Dr. 4

312 Intersection Reconfigura-tion

Replace channelized free right-turns with controlled right-turns Elmira Rd. / Allison Dr. 4

304 New Sidewalks East side of Allison Dr. Travis Way to Nut Tree Pkwy. 3Source: Fehr & Peers, 2011


9

Priority Development AreaThe Vallejo Waterfront and Downtown PDA is approxi-mately 189 acres combined: 92 acres at the Waterfront site west of Mare Island Way; 97 acres downtown south of Capitol Street and west of Sutter Street. Key assets include two regionally-significant transit facilities and a historic downtown. The following elements describe the long-term vision for the PDA:

• Consolidate surface parking to structured parking

• High-density, mixed-use redevelopment within walking distance to regional transit centers

• Modified land use regulations for ground floor retail and higher densities

• Preserve historic architectural character


• Vallejo Intermodal Station

• Streetscape and public art enhancements

• Downtown Vallejo Square Pedestrian Enhancements

Access ModeMany station users transfer between buses and ferries; however, the majority of bus passengers either walk to the facility or park in one of the parking lots off of Mare Island Way. Downtown Vallejo has short block lengths that provide for high levels of pedestrian connectivity; however, there are very few continuous bicycle facilities through downtown Vallejo. Streets are generally narrow and traffic operates at low speeds. Some barriers to pedestrian and bicycle travel do exist, as shown in Figure VAL-1; significant barriers in Vallejo include Sonoma Boulevard (SR-29), Mare Island Way, and Curtola Parkway.

Vallejo Transit Center / Downtown Parking StructureDescription

The Vallejo Transit Center is a bus transfer station managed by the City of Vallejo that includes 12 sheltered

bus bays, public parking, and administrative buildings for Solano County Transit (SolTrans). The nearby Vallejo

Ferry Terminal serves ferry services operated by Baylink. The Vallejo Transit Center is the first phase of the

Vallejo Station Intermodal Facility and is located in downtown Vallejo on the block bounded by Georgia

Street, Sacramento Street, Maine Street and Santa Clara Street. Across Santa Clara Street from the Vallejo

Transit Center, the City is currently building the Downtown Parking Structure that includes several improve-

ments on Mare Island Way. The Safe Routes to Transit Task Force completed a walking audit at the Vallejo

Transit Center / Downtown Parking Structure on Tuesday, October 11, 2011 between 8:30 AM and 10:30 AM.

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VALLEJO TRANSIT CENTER/DOWNTOWN PARKING STRUCTUREBARRIERS TO PEDESTRIAN AND BICYCLE TRAVELFIGURE VAL-1

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LEGEND Vallejo Transit Center/Downtown Parking Structure

Railroad

Barrier

N:\2011Projects\2906_Solano CTP_Update\Safe Routes to Transit\Graphics\GIS\MXD\VallejoTransportationCenter_Barriers.mxd

No bicycle facilities are provided, heavy traffic (Average Daily Traffic over 15,000) makes it uncomfortable for bicyclists to share the road, and uncontrolled crosswalks do not generate sufficient yield compliance for pedestrians to cross the street.

Sonoma Boulevard/SR-29

No bicycle facilities are provided, heavy traffic (Average Daily Traffic over 13,000) makes it uncomfortable for bicyclists to share the road, and safe pedestrian crossings are spaced far apart.

Curtola Parkway and Mare Island Way


Transit ServiceSolTrans is the primary transit provider serving the Vallejo Transit Center / Downtown Parking Structure, and offers both local and express (branded as Baylink) service:

• Route 1 – a local circulator route that serves south Vallejo, downtown Vallejo, and Rancho Vallejo

• Route 2 – a local circulator route that serves downtown Vallejo and Northeast Vallejo

• Route 3 – a local circulator route that serves downtown Vallejo, Somerset, and Glen Cove

• Route 4 – a local circulator route that serves downtown Vallejo and areas just north of downtown

• Routes 5 and 7 – a citywide loop route that serves downtown Vallejo, Federal Terrace, and East Vallejo (Route 5 runs clockwise, Route 7 runs counterclockwise)

• Route 6 – a citywide loop route that serves downtown Vallejo, south Vallejo, and Beverly Hills

• Route 78 (Baylink) – a commuter express route between downtown Vallejo, Benicia, the Pleasant Hill BART station, and the Walnut Creek BART station

• Route 80 (Baylink) – a commuter express route between downtown Vallejo and the El Cerrito Del Norte BART station

• Route 85 (Baylink) – a commuter express route between downtown Vallejo, Solano Community College, and the Fairfield Transportation Center

Baylink provides ferry service at the nearby Vallejo Ferry Terminal. Most routes run between the Vallejo Ferry Ter-minal and the San Francisco Ferry Building; some routes also stop at Pier 41 (Fisherman’s Wharf ) in San Fran-cisco. During home San Francisco Giants games, Baylink also operates ferries between the Vallejo Ferry Terminal and AT&T Park.

The Vine, Napa Valley’s fixed-route bus system, operates two bus routes that serve the Vallejo Transit Center / Downtown Parking Structure:

• Route 10N and 10S – a north-south regional circulator connecting Vallejo with Napa, Yountville, St. Helena, and Calistoga

• Route 29N and 29S – a commuter express route between Calistoga, St. Helena, Yountville, Napa, Vallejo, and the El Cerrito del Norte BART Station


Collision AnalysisExisting SWITRS data for bicyclist-vehicle and pedestri-an-vehicle collisions was reviewed to identify collision locations and trends near the Vallejo Transit Center / Downtown Parking Structure. Figure VAL-2 shows the number and severity of collisions within one mile of the Vallejo Transit Center / Downtown Parking Structure. Table VAL-1 summarizes the collision data by year and collision severity.

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Fulton Av

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Florida St

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ford

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ssen

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rest

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each Rd

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sno

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do

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Skyline Dr

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Frank lin St

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Su

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Ferry St

Kentucky St

Revere St

Stewart St

Burnette St

Alham bra Av

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Chestnut S

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mb

old

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Mili

ta S

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Preston A

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Cherry St

Garden Ct

Sealion Pl

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ley

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Sunfish Ct

Wright St

Thomas Av

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Adams St

Virginia St

14th St

Indiana St

Nevada St

Na p

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Shas

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Porter St

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3rd St

Illinois St

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Vallejo TransitCenter/DowntownParking Structure

VALLEJO TRANSIT CENTER/DOWNTOWN PARKING STRUCTURE AND VALLEJO TRANSPORTATION CENTER AT CURTOLA AND LEMON STREET BICYCLE AND PEDESTRIAN COLLISIONSFIGURE VAL-2N:\2011Projects\2906_Solano CTP_Update\Graphics\GIS\MXD\PDA\F6a_Curtola_Vallejo_Coll.mxd

Not to Scale



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T a b l e V A L - 1 : Vallejo Transit Center / Downtown Parking Structure Bicyclist/Pedestrian Collision Summary

(July 2006 – October 2010)


Bicyclist Pedestrian Bicyclist Pedestrian July - Dec. 2006 9 1 7 0 0

2007 11 3 6 0 02008 15 6 8 0 02009 13 3 9 0 0

Jan. – Oct. 2010 7 3 2 0 1Total 55 16 32 0 1


Table VAL-1 shows that most of the collisions (87 percent) resulted in some form of injury; one pedestrian fatality was recorded during the four-year period.

The SWITRS data was also analyzed for the Primary Collision Factors (PCFs). Table VAL-2 shows the most common PCFs for bicyclist-vehicle and pedestrian-vehicle collisions within one mile of the Vallejo Transit Center / Downtown Parking Structure.

T a b l e V A L - 2 : Vallejo Transit Center / Downtown Parking Structure Bicyclist/Pedestrian

Collision Summary Primary Collision Factors (July 2006 – October 2010)



Wrong Side of Road 2 4 0 6Automobile Right of Way 1 5 0 6Traffic Signals and Signs 0 6 0 6Other 2 8 0 10Source: California Highway Patrol

As shown in Table VAL-2, the most common PCFs were drivers not yielding the right-of-way to pedestrians in crosswalks and pedestrians crossing illegally (such as crossing against a signal or midblock between signals).

Table VAL-3 shows the most common Pedestrian Actions, which describe what the pedestrian was doing immediately before the collision occurred, for pedestrian collisions within one mile of the Vallejo Transit Center / Downtown Parking Structure.


T a b l e V A L - 3 : Vallejo Transit Center / Downtown Parking Structure Pedestrian Collision Summary Pedestrian Actions

(July 2006 – October 2010)


Non-Injury Injury Fatality TotalCrossing in Crosswalk at Intersection 1 19 1 21Crossing Not in Crosswalk 0 11 0 11Other 1 2 0 3Source: California Highway Patrol

Table VAL-3 shows that the most common pedestrian actions were Crossing in Crosswalk at Intersection and Crossing Not in Crosswalk. These actions preceding a collision suggest that infrastructure enhancements, especially when paired with education and enforcement efforts, may improve pedestrian safety near the Vallejo Transit Center / Downtown Parking Structure.

Crime AnalysisReported crime data was reviewed for the study area. Figure VAL-3 identifies the analysis area and a summary of the type of crimes committed. The data represents a query conducted on “crimes against persons” only (i.e., homicide, robbery, sexual offense and assault). Within the six-month review period, 200 crimes were reported. The most common crime committed was assault fol-lowed by sexual offense. No reported crimes occurred within 500 feet of the transit facility. Occurrences of these types of crimes occur on three corridors: Georgia Street between Mare Island Way and Sonoma Boulevard; Marin Street between Curtola Parkway and Georgia Street; and Sonoma Boulevard between Florida Street and Georgia Street.

Transit Facility – Issues and OpportunitiesThe Vallejo Transit Center has a center-loading board-ing platform that includes benches, bench shelters, and a shelter roof. The center-loading boarding platform requires passengers to cross one lane of bus-only traf-fic. Landscaping and fencing channelize pedestrians to preferred crossing locations. At the time of the walk-ing audit, bus bays were marked with temporary signs indicating the transit agencies and routes servicing the

stop; permanent signs are awaiting installation. Passenger drop-off occurs in the parking lot north of the Vallejo Transit Center, as well as on Sacramento Street and Santa Clara Street.

The Vallejo Transit Center and the Vallejo Ferry Terminal currently share two parking lots with approximately 500 total spaces; these lots usually fill on week days. The 1,200 space Downtown Parking Structure is currently un-der construction west of the Vallejo Transit Center, across Santa Clara Street.

Twenty BikeLink on-demand bike lockers are provided on the north side of the Vallejo Transit Center. These lockers are of high-quality and are easy-to-use; however, they were empty at the time of the walking audit.

The administrative building at the south side of the Vallejo Transit Center has information for passengers, security guards, and public restrooms.

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k

6th St

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med

a St

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ora

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ra S

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Nebraska St

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ais

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e St

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ford

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ffan

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ssen

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arlton

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ma

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rest

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nd

y Beach Rd

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ntr

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ost

a St

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rly

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sno

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v

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r St

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a Av

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mb

old

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Cherry St

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ley

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Thomas Av

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rin

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Adams St

Virginia St

14th St

Indiana St

Nevada St

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pa

St

Clay St

Shas

ta S

t

Maine St

Porter St

Railroad Av

3rd St

Illinois St

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or Wy

C St

Webster St

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e St

York St

Georgia St

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om

a B

lvd

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VALLEJO TRANSIT CENTER/DOWNTOWN PARKING STRUCTURE AND VALLEJO TRANSPORTATIONCENTER AT CURTOLA AND LEMON STREETSIX MONTH CRIME ACTIVITYFIGURE VAL-3

Source: Vallejo Police Department and crimereports.comMarch 6, 2011 - September 6, 2011

Not to Scale


Crime Analysis Area

0.5 Mile Network Buffer

1 Mile Network Buffer


N:\2011Projects\2906_Solano CTP_Update\Safe Routes to Transit\Graphics\GIS\MXD\Vallejo_roadwaycrime.mxd

Vallejo Transit Center/

Downtown Parking Structure


Assault 107


Robbery 38

Other Sexual Offense 46

Total 200

Vallejo Transportation Center

at Curtola and Lemon Street


Homicide 1

Assault 88


Robbery 17


Total 117


Transit Facility StrategiesTable VAL-4 shows strategies for improving passenger convenience, comfort, and safety the Vallejo Transit Center / Downtown Parking Structure.

T a b l e V A L - 4 : Vallejo Transit Center / Downtown Parking StructureTransit Facility Strategies


401 Security Camera Signs Security Provide signs that indicate that security cameras are in use. $

402 Emergency Call Boxes Security Install emergency call boxes on the pas-senger platforms. $

403 Station Map Passenger Ameni-ties

Provide station maps on the passenger platforms that indicate the location of key amenities (ticket kiosks, restrooms, bike parking, etc.).

$

404 Improved Signage Transit Information Add bus route maps and schedules for all transit providers. $

405 Short-Term Bike Racks Bike Parking Add bike racks near administrative building for building visitors. $

406 Real-Time Information Transit Information Install real-time electronic information signs for bus routes. $$


Pedestrian and Bicycle – Issues and OpportunitiesThe Vallejo Transit Center / Downtown Parking Structure is located in downtown Vallejo, a short walk from nearby residences and businesses. Sacramento Street, Santa Clara Street, and York Street provide primary accesses to the Transit Station; each of these roads has low traffic volumes and speeds. Sidewalks are provided on both sides of every street in downtown Vallejo; however, many sidewalk segments are in poor condition.

There are no continuous bicycle facilities that provide access to the Transit Station. Many bicyclists would be comfortable riding on one of the several low volume, low speed streets. Bike lanes and bicycle detection at intersections would significantly improve conditions for bicyclists.

Sonoma Boulevard (SR-29), Curtola Parkway, and Mare Island Way are the primary barriers to walking and bicycling access. Each of these streets has high traffic volumes and fast moving traffic. Crossing these streets can be difficult.

The City of Vallejo has recently completed streetscape improvements in downtown including new sidewalks, curb ramps, landscaping, street lighting, crosswalks, and bike racks. Virginia Street between Sacramento Street and Sonoma Boulevard and Sacramento Street between Georgia Street and Main Street are some of the first streets to have been improved. Other streets will be improved as funding becomes available.


Pedestrian and Bicycle StrategiesFigure VAL-4 shows the locations of recommended pedestrian and bicycle strategies. Table VAL-5 shows strategies for improving pedestrian and bicyclist access to the Vallejo Transit Center / Downtown Parking Structure.

T a b l e V A L - 5 : Vallejo Transportation Station Pedestrian and Bicycle Strategies



Bulbouts, high-visibility striping, and Rapid Rectangular Flashing Beacon Marin St. / Carolina St. $

402 Road Diet Sacramento Street road diet from four lanes to three lanes with bike lanes Redwood St. to Capitol St. $$

403 Road DietSonoma Blvd. (SR-29) road diet from four lanes to three lanes with bike lanes (requires coordination with Caltrans)

Tennessee St. to Curtola Pkwy. $


High-visibility striping and Rapid Rectan-gular Flashing Beacon in conjunction with Sonoma Blvd. road diet (requires coordi-nation with Caltrans)

Sonoma Blvd. / Capitol St. $

405 Bike Lanes (Class II) Sacramento Street Class II bike lanes Capitol St. to Georgia St. $


Bulbouts and move bus stops to far side of crosswalk

Santa Clara St. at Vallejo City Hall $


Add crosswalk and curb ramps at intersection’s north leg

Mare Island Way / Georgia St. $

408 Bike Route (Class III) Georgia St. bike route with sharrows Sonoma Blvd. to Mare Island Way $

409 Intersection Crossing Enhancements Bike detection Sacramento St. /

Georgia St. $


Bike detection, pedestrian push buttons at north-south crosswalks (requires coor-dination with Caltrans)

Sonoma Blvd. / Georgia St. $

411 Road Diet Georgia St. road diet from four lanes to three lanes with bike lanes

Fernwood Dr. / Sonoma Blvd. $$

412 Streetscape ProjectFencing on east side of Mare Island Way to channelize pedestrians to nearest crosswalk

Georgia St. to Maine St. $

413 Bike Route (Class III) Sacramento St. Class III bike route Georgia St. to York St. $


Signalize intersection in conjunction with proposed parking garage project

Mare Island Way at proposed parking garage $$

415 Streetscape ProjectMaine St. streetscape improvements (sidewalk, curb ramps, bulbouts, street lighting, landscaping, etc.)

York St. to Maine St. $$$

416 Bike Route (Class III) Maine St. Class III bike route Sonoma Blvd. to Sacramento St. $


T a b l e V A L - 5 C o n t i n u e d : Vallejo Transportation Station Pedestrian and Bicycle Strategies



Bike detection (requires coordination with Caltrans) Maine St. / Sonoma Blvd. $

418 Road Diet Maine St. road diet from four lanes to three lanes with bike lanes

Solano Ave. to Sonoma Blvd. $



Sonoma Blvd. / Pennsylvania St. $

420 Intersection Crossing Enhancements HAWK beacon or pedestrian signal Curtola Pkwy. / Marin St. $$


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VALLEJO TRANSIT CENTER/DOWNTOWN PARKING STRUCTUREPEDESTRIAN AND BICYCLE STRATEGIESFIGURE VAL-4

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LEGEND Vallejo Transit Center/Downtown Parking Structure



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Streetscape Project

Road Diet

Other Enhancement

New Sidewalk




N:\2011Projects\2906_Solano CTP_Update\Safe Routes to Transit\Graphics\GIS\MXD\VallejoTransportationCenter_BikePedFacilities.mxd

Downtown Parking

Structure

(Under Construction)


Project PrioritizationThe recommended pedestrian and bicycle strategies shown in Figure VAL-4 and Table VAL-5 were prioritized according to the prioritization criteria discussed in Chapter 5. Table VAL-6 shows the recommended pedestrian and bicycle strate-gies and their total priority score.

T a b l e V A L - 6 : Vallejo Transit Center / Downtown Parking Structure Pedestrian and Bicycle Strategy Priority Scores

Strategy # Strategy Type Description Limits (N-S or E-W) Priority

Score



Mare Island Way at proposed parking garage 7


High-visibility striping and Rapid Rectangular Flashing Beacon in conjunction with Sonoma Blvd. road diet (requires coordination with Caltrans)

Sonoma Blvd. / Capitol St. 5


Bulbouts, high-visibility striping, and Rapid Rectangular Flashing Beacon Marin St. / Carolina St. 4

402 Road Diet Sacramento Street road diet from four lanes to three lanes with bike lanes Redwood St. to Capitol St. 4

403 Road DietSonoma Blvd. (SR-29) road diet from four lanes to three lanes with bike lanes (requires coordination with Caltrans)

Tennessee St. to Curtola Pkwy. 4

405 Bike Lanes (Class II) Sacramento Street Class II bike lanes Capitol St. to Georgia St. 4


Bulbouts and move bus stops to far side of crosswalk

Santa Clara St. at Vallejo City Hall 4


Add crosswalk and curb ramps at intersection’s north leg

Mare Island Way / Georgia St. 4


Bike detection, pedestrian push buttons at north-south crosswalks (requires coordination with Caltrans)

Sonoma Blvd. / Georgia St. 4

411 Road Diet Georgia St. road diet from four lanes to three lanes with bike lanes

Fernwood Dr. / Sonoma Blvd. 4

418 Road Diet Maine St. road diet from four lanes to three lanes with bike lanes

Solano Ave. to Sonoma Blvd. 4



Sonoma Blvd. / Pennsylvania St. 4

420 Intersection Crossing Enhancements HAWK beacon or pedestrian signal Curtola Pkwy. / Marin St. 4

408 Bike Route (Class III) Georgia St. bike route with sharrows Sonoma Blvd. to Mare Island Way 3


T a b l e V A L - 6 : Vallejo Transit Center / Downtown Parking Structure Pedestrian and Bicycle Strategy Priority Scores


Score

409 Intersection Crossing Enhancements Bike detection Sacramento St. / Georgia

St. 3

413 Bike Route (Class III) Sacramento St. Class III bike route Georgia St. to York St. 3

416 Bike Route (Class III) Maine St. Class III bike route Sonoma Blvd. to Sacra-mento St. 3


Bike detection (requires coordination with Caltrans) Maine St. / Sonoma Blvd. 3

412 Streetscape ProjectFencing on east side of Mare Island Way to channelize pedestrians to nearest cross-walk

Georgia St. to Maine St. 2

415 Streetscape ProjectMain St. streetscape improvements (side-walk, curb ramps, bulbouts, street lighting, landscaping, etc.)

York St. to Maine St. 2



10

Priority Development AreaThis study location is not within a Priority Development Area (PDA). The nearest PDA is to the west – the Vallejo Waterfront and Downtown PDA.

Access ModeSolTrans routes utilize the Vallejo Transportation Cen-ter at Curtola and Lemon Street as a Transfer Center; however, most users arrive by automobile and are either dropped off or park in the surface lot.

The official parking lot for the Vallejo Transportation Center at Curtola and Lemon Street, located west of Lemon Street, has 405 spaces. Additionally, a 78-space Caltrans Park and Ride lot is located at the southeast corner of the Curtola Parkway / Lemon Street intersec-tion; transit riders likely park in this lot when the official parking lot west of Lemon Street is full.

The surrounding area and transportation network is generally not pedestrian- and bicyclist-supportive. Resi-dential neighborhoods are disjoined from the facility by large arterials and freeways. Barriers to pedestrian and bicycle travel include Curtola Parkway, I-780, and I-80, as shown on Figure CUR-1.

Transit ServiceSolTrans provides both local and express service (brand-ed as Balylink) to the Vallejo Transportation Center at

Curtola and Lemon Street. The following SolTrans fixed bus routes serve the park and ride:

• Route 1 – a local circulator route that serves south Vallejo, downtown Vallejo, and Rancho Vallejo

• Route 6 – a citywide loop route that serves downtown Vallejo, south Vallejo, and Beverly Hills

• Route 78 (Baylink) – a commuter express route between downtown Vallejo, Benicia, the Pleasant Hill BART station, and the Walnut Creek BART station

• Route 80 (Baylink) – a commuter express route between downtown Vallejo and the El Cerrito Del Norte BART station

In addition to the SolTrans routes listed above, Grey-hound operates long-distance bus service via a station located at the Vallejo Transportation Center at Curtola and Lemon Street.

Vallejo Transportation Center at Curtola and Lemon StreetDescription

The City of Vallejo manages the Vallejo Transportation Center at Curtola and Lemon Street lot located at the

southwest corner of the Curtola Parkway / Lemon Street intersection. The lot includes a bus station, public

parking, and a Greyhound bus station. The facility is served primarily by Solano County Transit (SolTrans).

The Safe Routes to Transit Task Force completed a walking audit at the Vallejo Transportation Center at

Curtola and Lemon Street on Tuesday, October 11, 2011 between 10:30 AM and 11:30 AM.

9th St

Wallace Av

14th

St

S tar

r Av

Chase St

Beach St

Denton Ct

Union St

Lemon St

Carlson St

Ron

ey A

v

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Buss St

Thomas Av

Philip St

Evan

s Av

El Monte Av

Spe

rr y A

v

Central Av

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VALLEJO TRANSPORTATION CENTERAT CURTOLA AND LEMON STREETBARRIERS TO PEDESTRIAN AND BICYCLE TRAVELFIGURE CUR-1

Not to Scale

LEGEND Vallejo Transportation Centerat Curtola and Lemon Street

Barrier

N:\2011Projects\2906_Solano CTP_Update\Safe Routes to Transit\Graphics\GIS\MXD\CurtolaParkRide_Barriers.mxd

The nearest crossings for pedestrians and bicyclists are at Benicia Road (over 1,100 feet from Curtola Parkway) and Magazine Street (over 2,300 feet from Curtola Parkway).

I-80 and the I-80/I-780 Interchange

Has no at-grade pedestrian crossings, heavy traffic (Average Daily Traffic over 17,000), and sound walls that require significant out-of-direction travel for pedestrians and bicyclists.

Curtola Parkway



Collision AnalysisExisting SWITRS data for bicyclist-vehicle and pedestrian-vehicle collisions was reviewed to identify collision locations and trends near the Vallejo Transportation Center at Curtola and Lemon Street. Figure CUR-2 shows the number and severity of collisions within one mile of the Vallejo Transportation Center at Curtola and Lemon Street. Table CUR-1 summarizes the collision data by year and collision severity.

T a b l e C U R - 1 : Vallejo Transportation Center at Curtola and Lemon Street Bicyclist/Pedestrian Collision Summary

(July 2006 – September 2010)


Bicyclist Pedestrian Bicyclist Pedestrian July - Dec. 2006 6 2 4 0 0

2007 10 2 6 0 02008 9 3 5 0 02009 7 2 5 0 0

Jan. – Oct. 2010 2 0 2 0 0Total 34 9 22 0 0


Table CUR-1 shows that most of the collisions (91 percent) resulted in some form of injury; no fatalities were recorded during the four-year period.

The SWITRS data also provides the Primary Collision Factors (PCFs) of each incident. Table CUR-2 shows the most com-mon PCFs for bicyclist-vehicle and pedestrian-vehicle collisions within one mile of the Vallejo Transportation Center at Curtola and Lemon Street.

Table CUR-2: Vallejo Transportation Center at Curtola and Lemon Street

Bicyclist/Pedestrian Collision Summary Primary Collision Factors (July 2006 – September 2010)



Traffic Signals and Signs 0 4 0 4Wrong Side of Road 0 3 0 3Improper Turning 1 2 0 3Other 0 6 0 6Source: California Highway Patrol

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ford

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ssen

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ar

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arlton

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Weyraugh Rd

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rest

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nco

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each Rd

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ntr

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ost

a St

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rly

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b D

r

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Henry St

La Jolla St

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raker Dr

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Gardner Av

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Farragut Av

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sno

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Oregon St

Alabama St

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do

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Skyline Dr

Lemon St

El Veran

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iver

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Ark ansas St

Fleming Av E

Muller St

Frank lin St

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Vallejo Transportation Centerat Curtola and Lemon Street

Vallejo TransitCenter/DowntownParking Structure

VALLEJO TRANSPORTATION CENTER AT CURTOLA AND LEMON STREET AND VALLEJO TRANSIT CENTER/DOWNTOWN PARKING STRUCTUREBICYCLE AND PEDESTRIAN COLLISIONSFIGURE CUR-2N:\2011Projects\2906_Solano CTP_Update\Graphics\GIS\MXD\PDA\F6a_Curtola_Vallejo_Coll.mxd

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As shown in Table CUR-2, drivers not yielding the right-of-way to pedestrians in crosswalks and pedestrians crossing illegally (such as crossing against a signal or midblock between signals) represent the two most common PCFs.

Table CUR-3 shows the most common pedestrian actions, which describe what the pedestrian was doing immediately before the collision occurred, for pedestrian collisions within one mile of the Vallejo Transportation Center at Curtola and Lemon Street.

T a b l e C U R - 3 : Vallejo Transportation Center at Curtola and Lemon Street Pedestrian Collision Summary Pedestrian Actions

(July 2006 – September 2010)

Pedestrian Action Number of CollisionsNon-Injury Injury Fatality Total

Crossing in Crosswalk at Intersection 2 11 0 13Crossing Not in Crosswalk 0 7 0 7Walking in Road, Including Shoulder 0 3 0 3Crossing in Crosswalk Not at Intersection 0 1 0 1Source: California Highway Patrol

Table CUR-3 shows “crossing in crosswalk at intersection” and “crossing not in crosswalk” represent the two most com-mon pedestrian actions. These actions preceding a collision suggest that infrastructure enhancements, especially when paired with education and enforcement efforts, may improve pedestrian safety near the Vallejo Transportation Center at Curtola and Lemon Street.

Crime AnalysisReported crime data was reviewed for the study area. Figure CUR-3 identifies the analysis area and a summary of the type of crimes committed. The data represents a query conducted on “crimes against persons” only (i.e., homicide, robbery, sexual offense and assault). Within the six-month review period, 117 crimes were reported including one homicide near Curtola Parkway and Lemon Street. The most common crime committed was assault followed by robbery. No reported crimes occurred within 500 feet of the transit facility.

Occurrences of these types of crimes are clustered along three corridors: Benicia Road between Beach Street and Lemon Street; Lemon Street between Benicia Road and 6th Street; and Thomas Avenue between Beach Street and Lemon Street.

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VALLEJO TRANSPORTATION CENTER AT CURTOLAAND LEMON STREET AND VALLEJO TRANSIT CENTER/DOWNTOWN PARKING STRUCTURESIX MONTH CRIME ACTIVITYFIGURE CUR-3

Source: Vallejo Police Department and crimereports.comMarch 6, 2011 - September 6, 2011

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Assault 107


Robbery 38


Total 200

Vallejo Transportation Center

at Curtola and Lemon Street


Homicide 1

Assault 88


Robbery 17


Total 117


T a b l e C U R - 4 : Vallejo Transportation Center at Curtola and Lemon StreetTransit Facility Strategies


501 Security Cameras SecurityInstall security cameras at the bus loading area and in the parking lots; provide signs that indicate that security cameras are in use.

$

502 Emergency Call Boxes Security Install emergency call boxes at the bus loading area. $

503 Platform Lighting Security Install additional lighting at the bus loading area. $

504 Additional Parking Capacity Enhanced Parking Increase the supply of parking from the

existing 483 spaces. $$$

505 Improved Passenger Waiting Area

Passenger Amenities

Improve waiting area with more benches and shelters. Provide restrooms for public use. $$

506 Dedicated Passenger Drop-Off Area Internal Circulation Separate passenger drop-off area from bus

loading area. $$

507 Real-Time Information Transit Information Install real-time electronic information signs at all bus stops. $$

508 Improved Signage Transit Information Improve and upgrade signage to include maps and schedules; include station area map. $


Transit Facility – Issues and OpportunitiesThe bus loading area is located between the Vallejo Transportation Center at Curtola and Lemon Street’s westernmost lot and Curtola Parkway. Buses access the platform via a bus pullout on eastbound Curtola Park-way or from within the parking lot. The bus loading area within the parking lot also doubles as a passenger drop-off area. Field observations indicate that both parking lots currently reach their capacity on weekdays.

Planned enhancements for the Vallejo Transportation Center at Curtola and Lemon Street include:

• A 420-space parking structure and restriping of the remaining parking lots (including the Caltrans Park and Ride); total parking will increase from 483 spaces to 700 spaces

• A new circulation pattern that separates buses from automobiles, reconfigures the bus loading area, and defines a location for casual carpool and

pick up/drop off traffic

• Access directly off of Curtola Parkway, including a traffic signal at the bus loading exit

Pedestrian access to the facility is fair. Sidewalks exist along Curtola Parkway and the south edge of the Vallejo Transportation Center at Curtola and Lemon Street; however, most passengers walk through the parking lot to the bus loading area. Two small shelters for passen-gers are located adjacent to the bus loading area.

The bus loading area also has eight lock-and-key bike lockers; these types of lockers are generally underutilized since each locker can only be used by its assigned tenant.

Transit Facility StrategiesTable CUR-4 shows strategies for improving passenger convenience, comfort, and safety at the Vallejo Transportation Center at Curtola and Lemon Street.


T a b l e C U R - 5 : Vallejo Transportation Center at Curtola and Lemon Street Pedestrian and Bicycle Strategies



Bicycle detection and directional bike route signage (requires coordination with Solano County)

Lemon St. / Benicia Rd. $

502 Bike Route (Class III) Benicia Rd. bike route with sharrows (requires coordination with Solano County)

Lemon St. to Vallejo City limits $

503 Bike Route (Class III) Lemon St. bike route with sharrows (requires coordination with Solano County)

Benicia Rd. to Sonoma Blvd. $

504 New Sidewalks Widen sidewalks on Curtola Pkwy.

West of Vallejo Transportation Center at Curtola and Lemon Street

$$$

505 Bike Path (Class I) Upgrade sidewalks on Curtola Pkwy. to Class I bike path

Vallejo Transportation Center at Curtola and Lemon Street to bike/ped bridge

$$

506 Other EnhancementPedestrian and bicycle access through sound wall (requires coordination with Solano County)

Curtola Pkwy. to Evans Ave. $

Pedestrian and Bicycle – Issues and OpportunitiesThe Vallejo Transportation Center at Curtola and Lemon Street is located on the southwest corner of the Curtola Parkway / Lemon Street intersection. East of Lemon Street, Curtola Parkway transitions into I-780 and has a nearby interchange with I-80. The Park and Ride’s proximity to these major roadways facilitates bus travel and automobile access; however, the proximity to these high-volume, high-speed roadways complicates pedes-trian and bicycle access to the Vallejo Transportation Center at Curtola and Lemon Street.

West of Lemon Street, Curtola Parkway has no at-grade crossings for pedestrians. Residential neighborhoods north of Curtola Parkway incur significant out-of-direc-tion travel to access the station via Lemon Street or via a pedestrian/bicycle overcrossing of Curtola Parkway located approximately 1,100 feet to the west of the bus

loading platform. Additionally, limited pedestrian con-nections across I-80 reduce the practicality of walking to the facility for residents in the neighborhoods to the east of freeway. No convenient pedestrian crossing for pas-sengers who park at the Caltrans Park and Ride across Lemon Street from the Vallejo Transportation Center at Curtola and Lemon Street currently exists. There are no official bicycle facilities that provide access to the Park and Ride; however, many cyclists utilize Lemon Street since it connects Vallejo to Benicia and has relatively low traffic volumes and speeds.

Pedestrian and Bicycle StrategiesFigure CUR-4 shows the locations of recommended pedestrian and bicycle strategies. Table CUR-5 shows strategies for improving pedestrian and bicyclist ac-cess to the Vallejo Transportation Center at Curtola and Lemon Street.


T a b l e C U R - 5 C o n t i n u e d : Vallejo Transportation Center at Curtola and Lemon Street Pedestrian and Bicycle Strategies




Curtola Pkwy. at proposed parking garage

$$


Vallejo Transportation Center at Curtola and Lemon Street to Lemon St.

$$


Bulbouts, high-visibility striping, and warning signage

Lemon St. / Cypress Ave. $


Crosswalks across north and south legs; high-visibility striping and warning signage at eastbound and westbound free right-turns (requires coordination with Caltrans)

Lemon St. / Curtola Pkwy. $


Lemon St. streetscape improvements: side-walk on south side, fencing to channelize pedestrians to nearest crosswalk (requires coordination with Caltrans)

Curtola Pkwy. to Carlson St. $$



Lemon St. / Carlson St. $$


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VALLEJO TRANSPORTATION CENTERAT CURTOLA AND LEMON STREETPEDESTRIAN AND BICYCLE STRATEGIESFIGURE CUR-4

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LEGEND Vallejo Transportation Center at Curtola and Lemon Street



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Streetscape Project

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N:\2011Projects\2906_Solano CTP_Update\Safe Routes to Transit\Graphics\GIS\MXD\CurtolaParkRide_BikePedFacilities.mxd


Project PrioritizationThe recommended pedestrian and bicycle strategies shown in Figure CUR-4 and Table CUR-5 were prioritized accord-ing to the prioritization criteria discussed in Chapter 5. Table CUR-6 shows the recommended pedestrian and bicycle strategies and their total priority score.

T a b l e C U R - 6 : Vallejo Transportation Center at Curtola and Lemon Street Pedestrian and Bicycle Strategy Priority Scores


Score



Curtola Pkwy. at pro-posed parking garage 7


Crosswalks across north and south legs; high-visibility striping and warning signage at eastbound and westbound free right-turns (requires coordination with Caltrans)

Lemon St. / Curtola Pkwy. 7


Lemon St. streetscape improvements: side-walk on south side, fencing to channelize pedestrians to nearest crosswalk (requires coordination with Caltrans)

Curtola Pkwy. to Carlson St. 6

506 Other EnhancementPedestrian and bicycle access from through sound wall (requires coordination with Solano County)

Curtola Pkwy. to Evans Ave. 5


Signalize intersection in conjunction with proposed parking garage project Lemon St. / Carlson St. 5


Bulbouts, high-visibility striping, and warning signage

Lemon St. / Cypress Ave. 4


Bicycle detection and directional bike route signage (requires coordination with Solano County)

Lemon St. / Benicia Rd. 3

502 Bike Route (Class III) Benicia Rd. bike route with sharrows (requires coordination with Solano County)

Lemon St. to Vallejo City limits 3

503 Bike Route (Class III) Lemon St. bike route with sharrows (requires coordination with Solano County)

Benicia Rd. to Sonoma Blvd. 3

505 Bike Path (Class I) Upgrade sidewalks on Curtola Pkwy. to Class I bike path

Vallejo Transportation Center at Curtola and Lemon Street to bike/ped bridge

3

504 New Sidewalks Widen sidewalks on Curtola Pkwy.West of Vallejo Trans-portation Center at Cur-tola and Lemon Street

2


Vallejo Transportation Center at Curtola and Lemon Street to Lemon St.

2



Pedestrian Clearance TimeAlso known as the “Flash-Don’t Walk” time, the California Manual on Uniform Traffic Control Devices (CAMUTCD) 2010 provides guid-ance that a walking speed of no more than 4.0 feet per second should be used when determining the pedes-trian clearance time. In January 2011, the California Traffic Control Device Committee (CTCDC) is expected to release the CAMUTCD 2011. The CAMUTCD 2011 is expected to incorporate new guidance that a walking speed of no more than 3.5 feet per second should be used when determining the pedestrian clearance time. Retiming pedestrian intervals at signalized intersections near the TFORS’ using a walk speed of no more than 3.5 feet per second will make it easier for slower pedestrians and people with disabilities to cross the street.

Crosswalk StripingCrosswalk strip-ing standards vary within STA’s jurisdictions. A uniform cross-walk policy that specifies differ-ent treatments

for crosswalks at controlled (either signalized or stop-controlled) and uncontrolled marked crosswalks is ben-eficial for pedestrians. While standard crosswalk striping is typically sufficient at controlled locations, high-visibility striping (such as “ladder” striping) is preferable at un-controlled locations that require motorists to yield ladder striping improves visibility for motorists. Uncontrolled locations with high volumes or more than two lanes may require additional enhancements to generate sufficient motorist yielding.

Several of STA’s jurisdictions use textured crosswalks made of stamped asphalt or concrete. The CAMUTCD 2010, in Section 3E.01 regarding colored pavements, specifies that colored pavements (including textured crosswalks) alone are not traffic control devices. Stan-dard white crosswalk lines are traffic control devices and should be added to textured crosswalks.

Accessible Design FeaturesSeveral im-provements can be made to the road-way systems within STA’s jurisdictions to better ac-

commodate people with disabilities.

Older traffic signals often provide two pushbuttons per pole for crosswalks. The CAMUTCD 2010 provides guid-

11 General StrategiesChapters 6-10 summarize recommended location-specific strategies for improving pedestrian and bicyclist

access to each study TFORS. During the walking audits, several general strategies were recommended to

improve pedestrian and bicyclist access.


ance that pushbuttons for crosswalks should be separat-ed by a distance of at least 10 feet. Separating pushbut-tons for crosswalks improves the ease with which blind pedestrians can navigate signalized intersections.

Uneven transitions between corner curb ramps and the asphalt roadway can present tripping hazards and can also be difficult for wheelchair users to navigate. Often, uneven transitions are formed by “lips” of asphalt at the base of a curb ramp. Regular maintenance ensures that curb ramps remain functional.

Providing two curb ramps per corner, each that points directly into the crosswalk, improves access for blind pedestrians. Where possible, strive to install two ramps per corner when installing new curb ramps.

Bicycle DetectionCaltrans Policy Directive 09-06 requires California ju-risdictions to provide bicycle and motorcycle detection on all new and modified approaches to traffic-actuated signals. Research has shown that using Type D loop detectors at limit line detection locations is an effective way to detect bicyclists at signalized intersections. City design standards should incorporate Type D loop detec-tors or other technologies, including pushbuttons and microwave-type devices, to provide bicycle detection in accordance with Policy Directive 09-06.


12ImplementationThe implementation of recommended projects will require coordination between STA, STA’s member juris-dictions, TFORS operators, transit operators, Caltrans, and other agencies. In general, transit facility strategies are most likely to be implemented by TFORS operators and transit operators. Pedestrian and bicycle strategies are most likely to be implemented by STA and/or STA’s member agencies; some pedestrian and bicycle strate-gies may require Caltrans coordination.

Where possible, recommended projects should be incorporated into Capital Improvement Plans. Projects that require grant funding should be matched with ap-plicable funding sources.

FundingThe majority of public funds for bicycle projects are derived through a core group of federal and state pro-grams. Federal funds from the Surface Transportation Program (STP), Transportation Enhancements (TE), and Congestion Mitigation Air Quality (CMAQ) programs are allocated to the Metropolitan Transportation Commis-sion (MTC) and distributed regionally.

Limited amounts from the Local Transportation Fund (LTF), which is derived from a ¼ cent of the general sales tax collected statewide, can be used for bicycle facilities.

The fifth and final cycle of the Safe Routes to Transit Program administered by TransForm and the East Bay Bicycle Coalition will award approximately $4 million for bicycle and pedestrian projects. The Safe Routes to Transit Program is funded by Regional Measure 2, which raised tolls on state-owned Bay Area bridges. The fifth cycle will occur in fiscal year 2013-14; the call for proj-ects is expected in June 2013.

State and federal Safe Routes to School programs are potential funding sources for both bicycle and pedes-trian planning and infrastructure projects that improve access to schools. Caltrans administers two Safe Routes to School programs: the state-legislated program (SR2S) and the federal program (SRTS). Each program has unique differences that affect project selection. Where possible, recommended Safe Routes to Transit projects should be coordinated with relevant Safe Routes to School projects from the Countywide Safe Routes to School Plan.

Bicycle facilities can be funded through the California Bicycle Transportation Account (BTA). Annually, $7.2 million is available for projects through the BTA. Where possible, recommended Safe Routes to Transit project should be coordinated with relevant projects from the 2004 Solano Countywide Bicycle Plan.

In 2010, the California Strategic Growth Council (SGC) awarded $20 million through the Proposition 84 Sus-tainable Communities Planning Grant and Incentives Program. The SGC will award $20 million more in grants in both 2011 and 2012 (totaling $40 million). Eligible projects include plans that support greenhouse gas emission reduction and sustainable communities. Twenty percent of the grant funds are set aside for Economically Disadvantaged Communities (EDC).

Caltrans Transportation Planning Grants are available to jurisdictions and can be used for planning or feasibility studies. The maximum funding available per project is $300,000.

The Highway Safety Improvement Program (HSIP) is a core federal-aid program that aims to reduce traffic fatalities and serious injuries on public roads. Caltrans

Next Steps


administers the program in California and expects to receive $70 million for the 2010/11 Federal Fiscal Year. HSIP funds can be used for projects such as bike lane projects on local roadways, improvements to Class I multi-use paths, or for traffic calming measures. Applica-tions that identify a history of incidents and demonstrate their project’s improvement to safety are most competi-tive for funding.

Data to CollectPedestrian and bicyclist transportation data is generally less available than data regarding vehicle transportation. However, pedestrian and bicycle transportation data is important for identifying projects that can effectively im-prove safety and increase pedestrian and bicycle mode share. Additionally, pedestrian and bicycle transportation data can be used to track the effectiveness of improved walking and bicycling infrastructure.

Traffic CountsPedestrian and bicycle planning efforts are not usually sufficiently well-funded to collect traffic counts. When ordering vehicle traffic counts for other projects, agen-cies and consultants can usually request pedestrian and bicycle counts for no additional cost. Keeping a regional database of pedestrian and bicycle counts could be effective for identifying collision rates and changes in pedestrian and bicycle mode share.

Collision DataThe California Highway Patrol (CHP) Statewide Integrate Traffic Records System (SWITRS) database provides col-lision data statewide. Annual collision monitoring can be conducted to track countywide or citywide collision rates per population. Additionally, annual collision monitor-ing and geocoding can be used to identify collision hotspots.

Mode ShareReliable mode share data for walking and bicycling trips is usually derived from two sources: US Census and the California Household Travel Survey. Both sources are up-dated infrequently (approximately once every ten years). Including walking, bicycling and transit modes into any regional travel surveys would typically provide more up-to-date data regarding these modes.

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